Army Aviation Digest - Jun 1964

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UNITED
DIRECTOR OF ARMY AVIATION, ACSFOR
DEPARTMENT OF THE ARMY
Brig Gen John J. Tolson, III
COMMANDANT, U. S. ARMY AVIATION SCHOOL
Maj Gen Clifton F. von Kann
ASST COMDT, U. S. ARMY AVIATION SCHOOL
Col Robert F. Cassidy
EDITORIAL STAFF
Capt Richard C. Anglin
Fred M. Montgomery
Richard K. Tierney
Will iam H. Smith
Diana G. Williams
GRAPHIC ART SUPPORT
H. G. Linn
H. A. Pickel
D. L. Crowley
A. Lofe
USABAAR EDUCATION AND LITERATURE DIV
Pierce L. Wiggin
William E. Carter
Ted Kontos
Charles Mabius
ARMY AVIATION
'1GESJ
JUNE 1964 VOLUME 10
CONTENTS
Letters
Ferry Mission (Part One),
Maj William G. Hooks and Capt Ernest A. Smart
Special Air Delivery, Capt Charles E. Dexter
Smoke Gets in Your Eyes, Donald S. Buck
Take It With You,
Capt Carl L. Ross and Capt Glynn E. Eberhardt
Ordinary Gasoline Can Be Used But,
William H. Smith
It Could Happen to You, Maj William L. Hindman
Safety Is A State of Mind, Maj Neal H. Roach
Rivets
Professionalism, Capt Thomas W. Schmid
Maps, Capt Thomas A. Sands
HU -1 CP A Success
Incipient Engine Failure, Capt Robert W. Newton
The NCR Beacon, Ted Kontos
Crash Sense
Cold Weather Maintenance Shelter
NUMBER
2
6
10
11
13
16
17
19
27
29
32
33
38
41
48
The mission of the U. S. ARMY AVIATION DIGEST is to provide information of ar
operational or functional nature concerning safety and aircraft accident prevention, training
maintenance, operations, research and development, aviation medicine, and other related data
The DIGEST is an official Department of the Army periodical published month!)
under the supervision of the Commandant, U. S. Army Aviation School. Views expresseo
herein are not necessarily those of Department of the Army or the U. S. Army AviatioTi
School. Photos are U. S. Army unless otherwise specified. Material may be reprinted
provided credit is given to the DIGEST and to the author, unless otherwise indicated.
Articles, photos, and items of interest on Army Aviation are invited. Direct communi
cation is authorized /0 : Editor.inChief, U. S. Army Aviation Digest, Fort Rucker, Alabama.
Use of funds for printing this publication has been approved by Headquarters, De-
partment of the Army, 27 November 1961.
Active Army units receive distribution under the pinpoint dist ribution system a1
outlined in AR 310-1, 20 March 62, and DA Circular 310-57, 14 March 63. Complete DA
Form 12-4 and send directly to CO, AG Publications Center, 2800 Eastern Boulevard
Baltimore, Md. For any change in distribution requirements, merely initiate a revised DJ
Form 12-4.
National Guard and Army Reserve units submit requirements through their state
adjutants general and U. S. Army Corps commanders respectively.
~ ~
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Sir:
In the Crash ":'Sense article of the
December 63 issue there was an acci-
dent brief titled "Planned Event." The
story concerned a pilot killed while
participating at a civilian air show,
when the authority granted stipulated
the three 0-lAs involved were to be
placed in static display only.
There were additional factors con-
tributing to the tragedy which most
probably never were included in the
accident report, yet provided a fatal
background.
The unit to which the three pilots
were assigned had about six :months
previously been engaged in a large
scale maneuver. As a result the division
was out of money (Avgas) and flying
was mighty scarce. Four hours a month
was not uncommon, and the fact that
the unit was about 90 percent over-
strength in pilots didn't help. The old
not so bold pilots seemed to take short
flying rations without too much trouble,
but the fresh low-hour people were anxi-
ous to fly anywhere, anytime. The long
periods between flights hung pretty
heavy; there were a dozen volunteers
for every mission. To compound the
situation was the maneuver previously
mentioned. Then everybody was flying
under all kinds of terrain and weather
with the resultant sharpening of pro-
ficiency. Proficiency which was lost
during the dry spell, although some of
the aviators hadn't enough experience
to realize it.
The stage was set. The assistant
operations officer called two 2/Lt pilots,
asking if they wanted to fly with him
in an air show the following day. It
was fortunate that one or both of the
other aircraft didn't stall and crash
during the fancy low-level pitchout, as
did that of the flight leader.
The story didn't end with the loss of
pilot and aircraft. The two surviving
pilots were court martialed, found
JUNE 1964
guilty, and fined. They contended they
knew nothing other than what they had
been told by the deceased flight leader
assistant operations officer. '
"Planned Event" was a most apt title.
The fatal flight could not have been '
planned more effectively by commission
than it was by omission.
JOHN H. WALKER
Capt Inf-USAR
ADOLPHUS A. MILLINGS
Capt TC-USAR
The book is wrong - we do it this
way!!!
Sir:
Every Army Aviation unit has its
own standardization program. Un-
fortunately they are almost all different.
We at Redstone feel that the sole basis
for standardization of aircraft operating
procedures should be the aircraft
operator's handbook, -10. The in-
formation published in the -10 was
painstakingly obtained from a wealth
of experience which almost always ex-
ceeds that of the using unit. We at
Redstone have as much light or twin
experience as any other unit, and we
feel that we can live with the books.
To those who can:t or won't, we say,
change 'em!
A major point of contention is power
settings. As an example, let's look at
climb or cruise power settings for the
U-S. Many units incorrectly use 3000
rpm and 40" mp for climb. A check
with the -10 shows this power setting
exceeds manifold pressure limits at
altitudes above 500 feet. Moreover, this
power setting has never been engineer-
tested as has the proper power setting,
100 percent meto power, 3200 rpm
and 45'" mp at sea- level, diminishing at
42" mp to 10,000 feet.
For units using cruise power settings
at 2600 rpm and 32" mp, may we again
suggest a check with the -10. Use of
E=
cruise power charts can prevent un-
intentional overboost -of manifold pres-
sure limits, or on the other hand in-
crease true airspeed by up to S knots.
For example, the U-SF at 2600 rpm
pulling 65 percent power can often be
operated in excess of 34'" mp, the extra
2 plus inches giving more than 5 knots
extra TAS. In other flight conditions
32" mp might well exceed mainfold
pressure limits, not dangerously, but
enough to cause cumulative stress on
the engines.
The generally higher power settings
recommended not only have been manu-
facturer-recommended but experience
has shown that these power settings
have not caused engine failures. A,Red-
stone U -S has been flown more than
1,500 hours (14S hours in one month).
Most of this time was flown with book-
recommended power settings.
The failure to use meto power for
climbout at low altitudes may well
prove the old saying "Save the engines
and ruin the aircraft" to those not
lightning fast on single-engine proce-
dure.
The use of the -10 for standardiza-
tion procedures in every unit through-
out the Army should help eliminate
accidents due to faulty procedures -
and the explanation that usually goes
with it, "I know it isn't in the -10, but
that's the way the IP told us to do it."
If you want to change the -10, send
your gripe to:
U. S. Army Aviation and
Surface Materiel Command
Main Post Office Box 209
St Louis, Missouri
PAUL LENNON
Capt Inf
Aviation Branch
AMSC Transportation Division
U. S. Army Missile Command
Redstone Arsenal, Alabama
1
2
Maior ,William G. Hooks and Captain Ernest A. Smart
Ferry Mission-
This article (printed in two parts) offers guidelines which
may be helpful to units ordered to deploy one or more aircraft
overseas. It is of special significance to Army Aviators, since
Army aircraft have shorter ranges than those of other services
and consequently must stop at foreign civil airports. Information
contained is based primarily on the deployment of the 1st Avia-
tion Company to the Far East, but also includes data obtained
from records of previous ferrying missions and from discussions
with aviators having personal experience in this type of operation.
U. S. ARMY AVIATION DIGEST
Part One)
U
PON RECEIVING orders to
deploy a unit's aircraft
overseas, certain responsibilities
should be delegated to key per-
sonnel. A flight leader should be
appointed. He should be senior
in rank, highly experienced. and
if p 0 s sib I e have completed a
similar mission previously. All
final decisions will be made by
him. A com pet e n t assistant
flight leader also should be
named. Other key personnel in-
elude:
The flight planning officer,
who will prepare a navigation
log to be used as a basic plan for
the completion of the mission. He
also provides navigational charts,
coordinates weather and flight
plan briefings, determines fuel
loads based on International
Civil A v i a t ion Organization
(ICAO) minimums, and estab-
lishes and accomplishes inflight
revisions of points of no return.
The maintenance officer,
who advises the flight leader of
the status of all aircraft, ensures
that maintenance requirements
are met, and coordinates solu-
tions of all maintenance prob-
lems.
The refueling officer, who
procures POL products and su-
pervises the servicing of all air-
craft so that it is done safely and
expeditiously.
The transportation officer,
who arranges transportation for
all crewmembers to and from
JUNE 1964
mess facilities, billets, and other
points of interest or welfare. At
civilian fields in foreign countries
transportation is best obtained
through the American embassy.
The communications officer,
who sends required arrival and
departure messages and coordi-
nates all other communications
needed to complete the mission.
The passport officer, who
ensures that all passports and
visas are in order. Visas are sub-
ject to change and a check
should be made with American
embassies en route.
The customs officer, who
must be familiar with regula-
tions outlined in the Foreign
Clearance Guide (which can be
obtained from the U. S. Anny
Information Flight Office, Wash-
ington 25, D. C.). He can antici-
pate vigorous inspections at cer-
tain ports of entry and should
have all members of the flight
thoroughly briefed on customs
procedures.
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The crewmembers of an over-
seas flight also should know
something about customs in
countries they will visit. When
personnel are to stay in a coun-
try for an extended period, train-
ing should cover history, culture,
transportation s y s t ems, com-
munications systems, religious
history, terrain, weather, and
similar subjects. Much of this in-
formation can be found in the
Foreign Clearance Guide.
PLANNING FACTORS
As in most situations involving
deadlines, the principle of back-
ward planning aff>lies to the
With the appointment of the
control officers listed above, the
alerted unit should direct its
efforts toward training. As in
any other case, if adequate train-
ing is accomplished, the likeli-
hood of a successful mission is
greatly enhanced. Important sub-
jects to cover while training for
overseas deployment inc Iud e
navigation, performance charts, liiiiiiiiiiiiili
ATC procedures, survival and
rescue procedures, etc.
3
Ferry Mission - (part One)
ferry mission. The flight com-
mander should prepare a check-
list similar to that shown in
figure 1. It might also be advis-
able at that time to appoint a
liaison officer to work with high-
er headquarters. If time is not a
critical factor, a liaison officer
might not be needed.
During the initial planning
phase it must be determined if
all of the aircraft will be moved
at once, or in flights, or as single
aircraft at certain intervals.
Where a large number of aircraft
are concerned it is usually best
to break the company down into
flights. Under VFR conditions the
size of each flight has little mean-
ing. If a loose formation is flown,
the fatigue factor is negligible.
It is under IFR conditions that
problems arise. When the re-
motest possibility of IFR condi-
tions exists, an instrument flight
plan should be filed before de-
parture. This means aircraft will
depart at intervals.
If IFR conditions are en-
countered while in flight in for-
mation, a prepared SOP should
be followed. A formation of five
or fewer aircraft in actual instru-
ment flight is feasible. An escort
aircraft with monitoring radar
can control a small flight under
IFR conditions.
Even with the most modern
forecasting facilities, weather
changes en route can be much
worse than forecast. Flights pro-
ceeding on a VFR flight plan can
run into IFR conditions beyond
the point of no return and when
an ATC agency is not available
Maj Hooks is CV -2B Flight
Commander, Dept of Advanced
Fixed Wing Training, USA-
AVNS. Capt Smart is attending
the Armor Advanced Course, Ft
Knox, Ky.
to provide an IFR clearance. The
flight must resort to a prepared
plan that will allow it to proceed.
Personnel comfort is an im-
portant factor to consider before
departure. When space and mis-
sion permit, extra crewmembers
should be carried to help spread
and lighten the workload -
thereby reducing the fatigue
factor.
When Caribou are ferried, it
is recommended that two crew-
chiefs be carried. This results in
more expeditious handling of
postflights, security assignments,
refueling, maintenance and simi-
lar requirements.
On accelerated moves, three
pilots should be assigned each
aircraft. This allows one to rest
while two fly and also covers the
eventuality of one becoming ill
- a problem encountered on
previous ferry missions when
only two pilots were assigned to
each aircraft. If extra pilots are
unavailable, a list of Army
Aviators stationed along the in-
tended routes and qualified in
the aircraft being ferried should
be prepared before departure.
Lengths of flight legs vary
among missions. But various
plans should be carefully con-
sidered. For example, compare
the 8-hour flight, 6-hour rest
plan with the 6-hour flight, 4-
hour rest plan. Over a 70-hour
period the 6-4 ratio gets you to
your destination 2 hours sooner,
but it also has disadvantages.
While the 6-hour flight leg is
good to prevent fatigue, the 4-
hour rest period proves inade-
quate on a long ferry mission.
Upon landing, aircraft must be
refueled, crews fed, and at some
ports rigorous customs inspec-
tions encountered. This usually
leaves less than 3 hours for rest
and sleep. The 8-6 ratio generally
allows at least 4 hours of rest.
Obviously, one ratio could
never be strictly maintained dur-
ing an entire ferry mission, but
it is wise to pick one and follow
it as closely as
Latrine facilities are among
the more important factors to
consider while planning for per-
sonnel comfort. Because of its
size, the Caribou can accommo-
date portable toilet facilities. On
previous flights crewmembers
suffered unmercifully wit h
diarrhea and dysentery, the pri-
mary causes of discomfort on
long ferry missions. While la-
trine facilities mean additional
weight, they result in a more
alert crew and enhanced safety
of flight. Obviously, c e r t a i n
Army aircraft cannot carry la-
trine facilities, but anything that
can serve the same purpose is
desirable.
Examples of other items that
make a more restful and safe
flight (or that can be used in
event of emergency) include
cans of fresh water, C-rations,
sleeping bags, air mattresses, and
Thermos jugs.
A must in the planning of a
ferry mission is the Foreign
Clearance Guide. Available in
classified and unclassified edi-
tions, it contains such informa-
tion as how to obtain permission
to enter, land within, or overfly
countries; a list of foreign clear-
ing bases; instructions relative
to the need of passports and
visas; money exchange proce-
dures; disinsectization proce-
dures; and medical immunization
requirements.
Part II of this article will be
printed in the July DIGEST.
It provides pertinent information
on maintenance, navigation,
communications,rescue and sur-
vival, medical considerations,
and other helpful hints of value
to all Army Aviation units with
a ferry mission. - Editor
CAUTION
Aviators who are SCUBA divers are cautioned
that it is hazardous to fly at altitude soon after
Decompression symptoms are likely to
occur during transition from pressures above
one atmosphere to pressures below one atmos-
phere. It is recommended that aviators not
above 5,000 feet altitude within 24 hours of
diving to depths below 30 feet (plus 1 atmos-
phere), or within 12 hours of diving to depths
below 15 feet.
JUNE 1964
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Captain Charles E. Dexter
T
HE NEWEST and perhaps most effective
method of delivering supplies and equipment
from the CV -2B Caribou is the Low Level Extrac-
tion System of aerial delivery. The history of
LOLEX dates back to June 1962 when Natick
Laboratories, in conjunction with other interested
Army agencies, conducted an evaluation of the
Ground Proximity Extraction System (GPES),
commonly called "Touch-and-Go" [See DIGEST,
March 1963] .
This system used a ground arresting cable and
a hook trailing behind the aircraft. As the air-
craft flew over the desired impact point on the
ground, the hook made contact with the cable
and snatched the load from the aircraft cargo
6
compartment. This evaluation was terminated
after several aircraft were damaged, and the
system was deemed unsafe until some major
changes could be made.
However, the advocates of GPES did not give
up. They took their system to SWIFT STRIKE
III in August 1963. Participating in the maneuvers
was an Army officer, Capt John Murphy, with his
detachment of riggers from the Quartermaster
School, Fort Lee, Va., with some ideas and a
system of their own - LOLEX.
Captain Murphy worked with the 187th
Capt Dexter is with the Employment Division,
Dept of Tactics, USAAVNS.
An Army Aviator participating in SWIFT STRIKE III put new zip in the old saw, ctYou
Call- We'll Haul." He used a new inflight low-level extraction system to deliver 5,000
pounds of cargo on three separate platforms in 7 seconds. Three minutes later the drop area
was clear. What's behind such progress in resupply? Is the new technique simple? What
about the landing area? Can LOLEX help your mission?
Medium Transport Airplane Company of the 11th
Air Assault Division, Fort Benning, Ga., and
demonstrated this new system. The following is
an extract from Captain Murphy's after-action
report listing some salient points of both the
GPES and LOLEX systems.
(1) GPES LOLEX
Yes No
Yes No
Yes No
Yes No
Yes Yes
No Yes
Yes No
No Yes
No Yes
Yes No
Needs ground arresting
gear.
Needs qua Ii fie d or
specially trained per-
sonnel to operate the
drop zone.
Must modify the air-
plane.
Needs at least 5 minutes
between extractions.
Achieves pinpoint ac-
curacy.
Can extract supplies
with airplanes flying 1
miI:tute apart.
R e qui res a great
amount of pilot skill.
Is basically a standard
system using standard
equipment.
Can achieve multiple
extractions in a single
pass.
Causes concern about
rough ground which
may cause a premature
extraction or malfunc-
tion.
(2) LOLEX requires a smaller drop zone
than GPES.
(3) LOLEX can be used to great advantage
when it is known that the airstrip to which sup-
plies are to be delivered can handle only one air-
plane at a time.
(4) The Caribou can carry 6,000 pounds of
supplies in 2,000-pound increments. It can extract
all three increments in one place, or make two
deliveries of 4,000 and 2,000 pounds, or three
deliveries of 2,000 pounds each. Rerigging in
flight for a second or third extraction takes
approximately 7 minutes.
(5) The entire extraction kit for 6,000 pounds
of supplies weighs 100 pounds. It can be carried
in the lower escape hatch of the airplane and
does not take up valuable cargo compartment
space.
This comparison, coupled with the outstanding
safety record of the 187th during SWIFT STRIKE
III, drew much attention and interest in LOLEX.
This interest was so keen that CONARC directed
the United States Army Aviation School, Fort
Rucker, Ala., to implement LOLEX into the Cari-
bou Pilot Transition Course of instruction.
To date, the system has not been officially
tested to determine its suitability for Army use;
nor have standard procedures and techniques
been developed, approved, or published. How-
ever, the Department of Tactics, U. S. Army Avia-
tion School, and the Advanced Airborne Commit-
tee, U. S. Army Infantry School, have devised
interim flight and rigging procedures for instruc-
tional purposes. The following discussion of
LOLEX techniques and procedures is not in-
Figure 1. ~ t o n truck being extracted by 22-foot extraction parachute
JUNE 1964
7
Figure 2. 4 x 8 skidboard on roller conveyers
Fig. 9. 500-gallon seal bin secured by tie-down devices
8
tended as final doctrine; it is an interim means of
instruction until the U. S. Army Test and Evalua-
tion Command, Aberdeen Proving Ground, Md.,
publishes its findings in the near future.
LOLEX is basically simple. The aircraft, with
gear down, flaps in the 25 position, cargo ramp
in the horizontal, is flown as close to the ground
as possible at approximately 75 knots indicated
airspeed (fig. 1) . Loads up to approximately 3,000
pounds are extracted from the aircraft with a 15--
foot, ring slot parachute. As the weight of the
load increases, the size of extraction parachutes
increases proportionately. The rigging is generally
the same as for the heavy drop system, but elimi-
nates the need for recovery (cargo) parachutes.
The aircraft is prepared for aerial delivery by
installing the aerial unloading equipment, Le.,
roller conveyers (fig. 2), side buffer boards, and,
if available, forward buffer boards. The roller
conveyers facilitate the moving of the load as it
leaves the cargo compartment. The side buffer
boards guide the load and prevent it from turning
or snagging along the side' of the interior. The for-
ward buffer boards prevent the load from rolling
forward after the tie-down devices have been re-
moved just prior to delivery.
The supplies or equipment are attached to a
combat expendable platform or skid board in the
same manner as for any other type of aerial
delivery role. The load is secured to the platform
by straps and binders. When delivering vehicles
or fragile items of equipment, honeycomb
material is placed between the platform and
critical points of the equipment. This honeycomb
absorbs the shock of landing. (For detailed in-
formation on the preparing of platform loads refer
to TM 10-500-5-4 & -5.)
LOLEX delivery of ratio,t
I
I
All air-delivered loads must be secured in the
aircraft by tie-down devices for take off and flight
(fig. 3). For loads to be extracted by LOLEX, an
additional restraint system is used after the
regular tie-down devices have been removed. A
shear strap is installed at the aft end of the load
to be extracted. It is attached to the rear of the
platform and through the nearest tie-down ring
on the floor of the cargo compartment. This final
restraint is released when the extraction para-
chute deploys and begins to pull on the extraction
line.
Actual extraction is accomplished by the action
of an extraction parachute attached to the ejector
rack in the ceiling of the cargo compartment of
the aircraft. As the pilot passes over the desig-
nated spot on the ground, he activates the pendu-
lum release switch located on the instrument
panel. The extraction parachute then falls into the
slipstream, deploys, cuts the final restraint, pulls
the load from the aircraft, and provides a de-
celeration force which stops the forward momen-
tum and allows the load to skid to a halt in a
matter of feet from the point of impact.
The future possibilities of this system are
almost limitless. Some newer ideas include the
delivery of vehicles without platforms; that is,
extracting vehicles on their wheels or on break-
away skid boards. This would enable them to be
driven off the drop zone immediately with no
derigging required. Newer still are visions of
"People Pods." Using basically the same system,
a people pod will place troops on the objective in
small units, probably squads.
As the Army grows and improves, so does its
requirements for mobility, and accurate and time-
ly resupply. Perhaps LOLEX is our answer.
skid8 churns up the ground on impact. Right: same bundle.
JUNE 1964
LOLEX method permits a variety of deliverable loads.
H ere are forty-two, 5-gallon cans on skid for delivery.
Rigged on 4 x 8 8kidboards ready for LOLEX delivery
are 126 cartons of 5 in 1 rations.
Note almost negligible damage has been done
9
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T
HE A V ERA G E cigarette
burns about 5 minutes. Dur-
ing such a 5-minute period, a cig-
arette can contribute significant-
ly to a potential accident.
First, cigarettes interfere with
vision - not much, but some.
One effect of nicotine in the body
is that it constricts the small
blood vessels, including those
which supply the eyes. The re-
sult is a measurable loss of acu-
ity. In other words, you can't see
quite as well after a smoke. With
flying as tough as it is today, this
fact should give you pause. This
doesn't mean smokers can't see
well enough to fly safely. It
means that they don't see as well
as they would otherwise.
Second, cigarettes cloud up
your windshield and windows.
Tobacco smoke contains an as-
sortment of tars and resins which
have become the center of re-
search and argument concerning
their possible roles as causes of
cancer. While I cannot confirm
nor deny this accusation, I do
know that these tars collect on
10
.. - ..
if" .:

. . :or,
.
, ..
.... a Cets In

Donald S. Buck
window surfaces to obscure vis-
ion.
H tobacco doesn't get you by
causing cancer, it may do the
job by causing an accident! But,
unlike cancer, this hazard can be
readily wiped away. Periodically
cleaning windows with a paper
towel will clear up your vision
to a significant degree. Proper
cockpit ventilation will clear
the smoky air and keep your
aircraft from looking like the
smoker on the Super Chief.
Another effect of smoking is
the quantity of carbon monoxide
and carbon dioxide gases which
are thrown off. These gases are
insidious in that they can be ac-
crued in the body over a pro-
longed exposure. They make one
somewhat drowsy and inatten-
tive, and they fuzz up vision.
Tobacco smoke contains the
same gases as the exhaust of
your aircraft, and you've learned
to respect the toxic effect of that
hazard. Continuous smoking in a
tightly closed and nonventilated
aircraft is very much like a hole
in the exhaust system, continual-
ly leaking a tiny quantity of the
gas into the cockpit to contami-
nate the air you breathe. Breath-
ing your smoke once is bad
enough. Don't try to live in it!
Ventilate!
Another danger of smoking is
its distractive side effects. When
the hot ash drops off into your
lap, it is apt to take your atten-
tion from flying. A burning cig-
arette dropped in the aircraft
makes things interesting - par-
ticularly if you sit on it or if it
can't be found.
One of the most important haz-
ards related to smoking is fire.
Most smokers forget that "where
there's smoke, there's fire."
Smoking may have its good
points. But it interfers with your
vision, it clouds your windows,
it gives off toxic gases, and it's
a constant fire hazard. ......
This material was adapted
from a ground safety lecture.
Mr. Buck is Director of Safety,
USCONARC.
While on an aerial recon mission you're fired
on. You need artillery, fast. Know what fre-
quency to use? The unit call sign? Include
artillery support in your combat mission plans.
You can always
Take
it
",ith
you
Captain Carl L. Ross and Captain Glynn E. Eberhardt
A
RTILLERY IS the most le-
thal weapon available to the
aviator. Most aviators, through
their aviation training and gen-
eral military background, have
been provided with the methods
and procedures for adjusting ar-
tillery fire. However, if the avia-
tor is called upon to take a
target under fire, will he be able
to effectively put these methods
and procedures to work? Prob-
ably yes, but not without un-
necessary difficulty.
The reasons for these antici-
pated difficulties can be attrib-
uted directly to the aviator's fail-
ure to properly plan his mission.
Regardless of the purpose of the
mission being flown, planning
should always include the possi-
bility of adjusting artillery fire
on targets of opportunity. As one
aviator said in relating his ex-
perience during the Korean War,
"I was never called upon to fly
JUNE 1964
an artillery adjustment mission;
however, I hardly ever flew a
mission that I didn't adjust ar-
tillery fire."
Regardless of his mission,
every aviator who does not con-
sider the possibility of engag-
ing a target of opportunity with
artillery fire and who fails to
plan accordingly is guilty of lim-
iting the capabilities of both avi-
ation and artillery. The addition-
al planning necessary consists
merely of gathering a few bits of
information and material.
Place yourself for a moment
as pilot of an observation heli-
copter flying a reconnaissance
mission in a combat situation. En
route to your area of reconnais-
sance you begin receiving in-
tense automatic weapons fire
from a ground position. It be-
comes evident that this fire will
prevent the completion of your
mission, so you back off out of
range to consider your possible
courses of action. Artillery is the
answer! Within a maximum of 15
minutes you can silence these
weapons and continue your mis-
sion - provided you are pre-
pared. Ask yourself, "What do I
need to know in order to call on
the Artillery?"
First, you must know who can
supply the fire necessary to neu-
tralize your target. This informa-
tion can be obtained simply by
referring to paragraph 3 of the
supported unit's operation order.
As a minimum, it will list the
artillery organization for com-
bat. Thus you can quickly de-
termine the artillery support
available.
Capt Eberhardt is assigned to
the Special Subjects Division,
Dept of Tactics, USAAVNS.
Capt Ross is attending the A rtil-
lery Officers Course, Ft Sill,
Okla.
11
Now that you know what units
to call on, you must know how
to call. What frequency do you
use and what is the unit's call
sign? This infonnation is avail-
able in the SOl (Signal Opera-
tions Instruction) of the sup-
ported unit, but it is of little
value unless it has been ex-
tracted and carried along on the
mission. Record these frequen-
cies and call signs and have them
where they will be readily avail-
able at all times. In personal in-
terviews with aviators flying in
support of division level exer-
cises, the concensus of opinion
was that 95 percent of all mis-
sions were flown with no consid-
eration given to an artillery SOl
extract. Little hann is done in
wargames by this, but don't let
a habit develop that later could
12
diminish your effectiveness in
combat.
Another piece of infonnation,
which is of the nice-to-know va-
riety, is the exact location of the
supporting units. This is avail-
able in the fire support plan of
the operations order. Knowledge
of the location will enable the
pilot to use the gun-target line in
making sensings and corrections,
thereby simplifying his mission.
There are, of course, other means
of detennining the gun-target
line; however, prior knowledge
of the gun position will usually
expedite firing. This infonnation
should never be allowed to fall
into the hands of the enemy. Re-
member, artillery is your best
friend!
It is always desirable to be
aware of the known points and
concentrations within your sec-
tor. These also are available in
the fire support plan of the op-
erations order, and in many in-
stances will aid the observer in
locating the target accurately
and rapidly. If time permits, re-
cord these known points and
concentrations on a tactical map
and carry it along with you.
As a minimum in planning any
combat mission, always know
who can supply you with sup-
porting fire and have available
the frequenCies and call signs of
these units. This information
coupled with a basic knowledge
of adjusting procedures will al-
low you to use a tried and
. proved method of inflicting cas-
ualties on the enemy. Be aware
of its capabilities and be pre-
pared to call on the artillery!
William H. Smith

Ordinary

gasoline

can

be

used

BUT

The Beaver will operate on 80/87 octane avgas,
but suppose your unit's supply is depleted and an
emergency flight is necessary. There's plenty of
truck gas. Can it be used safely?
I
LOOKED DOWN at the still face of the young
soldier. He was pale and a bump on his head
was clearly visible. One eye was swollen out of
proportion, although it had not been hit when he
fell.
The accident happened early one frigid morn-
ing. On his way to the mess tent, the soldier
slipped on ice and struck his head against the
sharp edge of a %-ton truck. He was knocked
out.
As commanding officer, I had been notified, of
course, and by the time I arrived at the scene the
soldier was coming around. When I talked to him
he even smiled a bit at his own carelessness. But
something was obviously wrong; as I watched he
became pale and slipped into a coma. Then I
noticed that his left eye had begun to swell and
become discolored.
JUNE 1964
Our unit was too small to have a doctor at-
tached, so we depended on the one at topSide.
Fully alarmed, I radioed the doctor. He listened
to my unprofessional explanation and replied,
"I'm not sure, of course, but from what you say,
it sounds like he has a hemorrhage of the brain.
Captain, you had better get that man here right
away."
Now this wasn't so easy to do. It had been a
hard winter in northern New England, and the
one road leading from our unit was thick with
ice and impassable most of the time. In the last
few days it had been snowing intermittently and
surface transportation was out.
But we weren't cut off entirely. The one and
only aircraft in the area came in almost daily,
using the little landing strip that we kept cleared
of snow.
Two days ago Lieutenant Scheifer, the pilot,
had come in to bring some food and had stayed,
waiting for the weather to ease up a bit. The plane
was here now and available for the emergency
trip. I felt sure the lieutenant would be willing
to take off and fly back, in spite of the weather.
I explained the situation to him and as I had
expected he was ready to fly. He dashed out of
the tent and headed for the strip. My first
sergeant rounded up some men and went to clear
away the new fallen snow.
This was all I could do for a while, so I strolled
over to the mess tent for my delayed breakfast.
There I found the S-4. As we ate we talked about
the accident.
Suddenly he stopped eating. The piece of toast
he was about to bite into returned to his plate.
"Good gosh!" he said. "I just remembered. That
last shipment of avgas didn't get through. We
don't have enough to send the Beaver back."
I wasn't rated so at first I didn't understand
the significance of this. To me gasoline was gaso-
line, and we had plenty of fuel for our trucks.
But the S-4 quickly made me understand that
avgas and truck gas are not the same, even when
the octane rating is identical.
Realizing what I had asked of the pilot, I went
out to the strip. There I found him busily super-
vising the unloading of jerry cans, all from our
little dump and intended for truck use.
"Scheifer," I said. "I just found out about the
gasoline. I don't know what the difference is but
the S-4 says it's dangerous. I can't ask you to
make the trip."
"Thank you, Captain," he said, "but I'd like to
go anyway. That kid needs help."
13
I didn't really think he'd say otherwise. How-
ever, my concern must have showed.
"Don't look so worried," he said. "I figured an
emergency like this might happen some day. I
know just what to do."
I thought about it for a moment. If Lieutenant
Scheifer was willing to take a chance for a soldier
he didn't even know, I should be willing to do
the same for one of my own men.
"All right. You can fly if you're determined,
but I'm going along."
"It's not necessary for you to go with me, Sir.
There's no sense in both of us risking our necks."
"I can help with the patient while you fly. And
besides, it's my neck."
Scheifer looked at me for a moment, shrugged
his shoulders, and went on with his work.
Since I was going along on this jaunt I decided
to watch the preparations and see if I could help.
The first thing I noticed was that all the jerry cans
were new ones. Lieutenant Scheifer had selected
them for some reason. He had sent a young
corporal off to get something else and was ap-
parently waiting for him to return. I decided to
ask about the cans.
"It's because of rust or flaking paint. New cans
are less likely to have this kind of trash than old
ones.
14:
"A little rust or other . foreign matter can be
deadly. If a truck filter gets clogged up you can
always get out and do a fair job of cleaning it.
Not so with an airplane."
About that time the corporal returned. He was
carrying a piece of wire and a chamois cloth.
"Got the wire you wanted," he said, "and I also
brought you a chamois. Thought you might like
to strain the gas."
"Thanks, but I'd rather do without the chamois.
Too risky. That chamois will take the water and
foreign matter out, all right, but it causes a build-
up of static electricity. Burn up this airplane and
that man won't get his doctoring. No, I'd rather
do without."
"How about a piece of clean cloth. Won't that
do?"
"The cloth will take out some of the big stuff
and replace it with lint and a lot of other junk
to clog up the fine jet holes in the carburetor."
The lieutenant took the wire and attached one
end of it to the airplane. He scraped the paint off
a small part of the handle of a jerry can and
attached the other end of the wire to it. Satisfied
that the can was grounded to the airplane, he
proceeded to pour the gas in the tank. I noticed
he left a pint or two of gasoline in each can. This
I learned later was an additional precaution to
keep any sediment from entering the tank.
Mter he had filled the tanks, he drained them.
There was no sign of water.
His preflight finished, he turned to the sergeant
and said, "Go get the patient. Wrap him up good
because it's going t9 be cold. While you're gone
I'll go out on the field and run up the engine a
bit. I want to see how it will run with this gas."
The engine started all right, but when Scheifer
revved it up even I could tell it wasn't running as
it should. As soon as the sergeant brought the
patient, the lieutenant moved the airplane back
to where we were standing. I did not talk to him
because he was busy getting the soldier on board.
With everything ready he turned to me and
said, "Let's go."
He moved the plane out to the far end of the
strip. Even though he had already run up the
engine he went through the procedure again. I
realized that he was not too sure about the engine
and was giving it a chance to quit while we were
still on the ground.
After what seemed to me to be at least 10
minutes of runup, Lieutenant Scheifer let the
engine idle, switched tanks and revved it up for
one more short moment. There was an immediate
improvement in the sound; the engine was defi-
nitely running smoother.
We headed down the field and the little plane
left the ground without a bit of trouble. As soon
as we were in the air, Lieutenant Scheifer again
switched tanks. Again the engine ran a bit rough
and there was a faint sound of a knock. But it ran
and soon I settled down to a nice ride.
I had taken this same flight many times with
Lieutenant Scheifer. He usually flew at a com-
fortable altitude, but this time he stayed close to
the treetops. I also noticed that he was flying at
reduced throttle.
When we were well on our way I started asking
questions, and Lieutenant Scheifer was in the
mood to answer them.
He told me that even though the gasoline we
were using is the same or higher octane rating
as normally used in a Beaver (the Army uses
gasoline, automotive, combat 91A in its trucks,
which has an octane rating of 91; Beavers will
perform on 80/87 octane avgas), you can't be sure
it won't knock. Knock rating is controlled by
tests. In automobile gasoline the test is made
under conditions expected in average driving at
sea level altitude. A decrease in atmospheric
pressure will cause this fuel to boil at a lower
temperature, vaporize more readily, and even
form a vapor lock.
He said that in aircraft fuel the test is made
under conditions of high power output in a
decreased atmosphere of 7 pounds per square
inch.
"Back there when you were filling the tanks
I noticed you only filled the rear and center."
"I had about 20 gallons of aviation gasoline in
my front tank and I wanted to use it to get air-
borne.
"Without enough fuel to get off the ground, I
would have been forced to use the automobile
gas. With auto gas you have to take off without
using full throttle. This takes a much longer
field."
"I see. But why are you flying so low and slow
now?"
"Well, at this speed and altitude the engine is
not apt to suffer so much. You'll notice that we
already have a little indication of detonation. The
engine is rougher and is running a little hotter
than usual. If I speed it up or fly higher it will
get worse and there is a good chance of engine
failure."
All this time our patient was riding comfortably
enough. He was breathing heavily and every once
JUNE 1964
in a while I'd tuck the covers around him, but
this was all I could do for him.
When we came in to land, the lieutenant didn't
want to chance the truck gas. He switched back
to the front tank containing avgas.
The landing was uneventful. As we taxied in,
I noticed an ambulance waiting to take the
wounded soldier to the hospital.
After our patient was gone I persuaded Lieu-
tenant Scheifer to go with me when I reported to
the CO. Before he left the field he told the
mechanic to drain the remainder of the automo-
bile gasoline and test the engine thoroughly.
"If it shows signs of a lean mixture, we'll have
to check the carburetor jets."
I'm happy to report that our patient got over
his injury and is still in the Army. I became so
interested in aviation that I'm now applying for
flight school. .....

Fuel Truck
Monitor Filters
A recent TWX spells out a problem with 2,400-
gallon 6 x 4 five-ton aircraft fuel servicing truck
monitor filters. The problem is caused by the disc-
shaped filter paper within the monitor cartridge
being transferred into the fuel stream through
the dispenSing hose and collecting on the nozzle
strainer screen during pumping operations. In-
vestigation by the Warner-Lewis Company, the
manufacturer of the monitor filters, revealed that
some of the small paper discs in the monitor filter
cartridge which came with the vehicle did not
meet specification requirements. The TWX states
that immediate inspections should be made on
each fuel servicing vehicle received under Army
contract DA-20-113-MD-29874, to assure that
monitor filters are functioning properly. If faulty
filters are found, the Warner-Lewis Company is
to be notified immediately and requested to re-
place the faulty filters. Stock numbers of new
filters are: Filter Cartridge Model CMS50 MC
No.5 and Liquid Separator Filter CCWS1. Mr.
C. B. Stolen is the Warner-Lewis Company rep-
resentative to be contacted, Tel. Webster 9-5451,
Tulsa, Okla. Stations which have difficulty with
the filter system on these vehicles should submit
unsatisfactory reports (DD Form 1362, reference
AR 58-1).
15
Have you ever declared an emer-
gency and a controller wouldn't
clear you to land?
T
HIS FLIGHT began much
the same as numerous others
in the year since we had arrived
in EUl;"ope. We were to take a
crew from Germany to Nice,
France, to pick up a UH-19 that
had lost its engine on a return
trip from Lebanon. The 600-mile
trip down was without incident.
Having spent two days wait-
ing for the completion of the
work, we were ready to return
to our home field. We loaded
the toolboxes aboard the U-1A
and with' our crewchief and the
technical inspector headed home.
The weather was not exactly
good or bad. It was forecast to
be VFR all the way with some
light rain en route. The low
freezing level precluded an IFR
flight.
By the time we reached Dijon
the ceiling had dropped to 1,000
feet and visibility was about 1
mile. We decided that we had
gone far enough and, because of
the deteriorating weather, that
we should get a current weather
briefing. Upon landing at the
French military base, we were
greeted by armed guards and
ushered to the base operations.
It was readily apparent that we
were not welcome and the lan-
guage barrier made it difficult to
explain our plight to the French
officer. His only comment was
that the weather was good and
we had to go. With no alterna-
tive, we departed.
We continued to the German
border where it became obvious
that we would never be able to
IT COULD --) ...
HAPPEN TO
make it over the mountains. As
this was winter, we were ex-
tremely concerned with the
freezing level and decided to call
the area controller to see if an
IFR flight could be made. The
controller came right back with
a clearance of 5,000 feet to Stutt-
gart. We asked the freezing
level and icing conditions, but he
instructed us to call FERENA
Control (French Air Force).
By this time, the rain had re-
duced visibility to less than 1'2
mile, so we started our climb to
altitude and at the same time
called FERENA Control. Con-
tact was established at 3,000 feet.
Again we requested the freezing
level and icing conditions. The
controller's only comment was
that we were cleared to Stutt-
gart to maintain 5,000 feet. By
this time we had reached 4,000
feet, and the rain was forming
clear ice on the aircraft. We
made another call to FERENA
Control and informed the con-
troller that we could not make
it to 5,000 feet. He instructed us
to contact Munchen Control.
The aircraft made it up to 4,-
200 feet but refused to climb any
higher. We informed FERENA
Control that we were returning
to Basel Mullehouse, to which
he replied, "N egative; contact
Munchen Control." He was then
informed that we were declar-
ing an emergency as the aircraft
had accumulated about an inch
of clear ice. We began descend-
ing. The last reply we heard was,
"Negative emergency; contact
Munchen Control."
A call was made to Basel ap-
proach and our situation ex-
plained. We slowed the aircraft
as much as possible and locked
the shoulder h a r n e s s (and
prayed). Fortunately, the de-
scending path of the aircraft
brought us down the forward
slope of a mountain and into a
valley which led to the Basel
airfield.
It was three days before the
weather improved enough that
we could continue our flight.
The only place we could file into
was Frankfurt. After arriving at
Frankfurt, we were informed
that it would not be possible to
get to our home base, which was
only one hour's "distance, due to
the lack of an alternate.
While we were talking to the
forecaster, a young pilot came in
to file a flight plan to Stuttgart,
which was just carrying ap-
proach minimums and forecast
to go down. The forecaster in-
formed him that the closest alter-
nate available was Nice, France.
The pilot was flying a U-6, and
he stated he had 61'2 hours of
fuel aboard and Nice was all
right for an 'alternate. He got his
weather and departed.
As we left the operations build-
ing for our BOQ, a mental note
was made. If he could arrive at
the Stuttgart facility, and if he
did not pick up too much ice on
his letdown, and if he did not try
for a second approach, he should
be about 45 minutes out of Nice
when he ran out of fuel. .......
A good active safety program is es-
sential to the continued well being of
a unit.
SAFETY
IS
A
SlATE
OF
MIND
Maior Neal H. Roach
W
HEN THAT young lieutenant pins on his
shiny new wings for the first time, he is a
very sharp and mechanically proficient aviator.
It is too bad that we can't take a needle full of
experience and judgment and il}ject him with it
just before he departs for his first unit. Perhaps
this would save our accident investigation boards
a lot of time and effort.
A Senior Army Aviator, Maj Roach is assigned
to joiJtt staff duty with the Federal Aviation
Agency, Atlantic City, N. J.
JUNE 1964
Now, since we cannot take this desirable course
of action, we, particularly the old timers, can and
must do other things to ensure that this young
pilot will be around long enough to obtain his
experience and judgment.
Not long ago, an aviation unit commander
almost apologized for requesting that I attend a
monthly safety meeting. He thought that, be-
cause of my years in the Army Aviation business,
I would object. I had to assure him that I would
be most happy to attend, even though it meant
driving 130 miles. If I ever get to the point where
1-7
I think that I know everything there is to know
about "driving airplanes," then it will be time to
turn in my badge.
I have been around Army Aviation long enough
to know that a good, active safety program is
essential to the continued well being of a unit.
Notice, I said active. I am not referring to the
lip service type of safety program that we have
all been exposed to - the kind that is brought
out once or twice a year and dusted off for an
inspecting officer's benefit. I mean the kind of
safety consciousness that permeates an organiza-
tion. You feel it in the manner in which every
man performs routine duties such as properly
grounding aircraft during refueling. You sense it
when you look around operations and mainte-
nance activities and notice an up-to-date crash
grid chart or an efficient program for training
unqualified maintenance personnel. You also be-
come aware of it when you talk safety with pilots
and crewchiefs and find their response sincere
and interested.
Safety is much more than appointing a safety
officer, attending compulsory safety meetings, and
subscribing to safety publications.
Safety meetings, of course, can be one of the
strongest factors in any safety program. The
trouble is that so often they fall into the category
of compulsory periods of boredom. One of the
most satisfying techniques for conducting a meet-
ing is the use of small groups of aviators in a well
organized session planned for maximum audience
participation (much like a bull session). With a
significant, provocative, and timely subject for
discussion, safety meetings can be both interesting
and instructive. I firmly believe, however, that
more safety information is exchanged in bull
sessions and hangar flying than you could ever
receive from attending the usual poor safety lec-
tures or reading safety publications. Not that
these aren't necessary; they are. We can, if we
will, learn from the mistakes of others.
Little tips and bits of information exchanged
over a cup of coffee, have paid off in safety. For
instance, "If you only think you can do some-
thing in an airplane, don't try it. You may exceed
the capability of either the aircraft or yourself,
with disastrous results."
"In combat, it's mission first; in peacetime it's
safety first."
"When you have an emergency, keep flying,
mentally, because if you ever stop, you're dead."
Such ideas and mottoes, if repeated often
enough, will become a part of a man's mental out-
look on his job, whether he is a "throttle jockey"
or a "grease monkey."
It's up to the older pilots and mechanics who
have made mistakes, profited by them and other-
wise gained experience while developing good
judgment, to help the "young uns."
I must say a word to and, I'm afraid, about
some of our senior pilots. It is human nature to
resent being told that we are wrong, but it is also
a fact that all of us do make mistakes. I think
we have all been guilty, at one time or another,
of refusing advice from our younger pilots and
mechanics. We all can learn from one another.
If a younger pilot hesitates to tell us when we are
wrong or when we make a mistake, then he is
not doing us any favors. And if we feel too proud
to accept courteous, well-meant advice, then we
had better go out and renew our supply of
"humble pills."
Safety consciousness is a never-ending, all-en-
compassing job. It is the result of active organi-
zation and participation on every level.
Have you given some serious thought to your
safety program lately? Think it's about time?
You could, perhaps, prevent one of your people
from becoming a statistic in an accident re-
port.
A sure sign of good flying is the smooth manner in which a flier performs certain maneuvers
- rollouts, climbouts, getting a new heading, etc. The key word to smooth flying is anticipation.
A smooth flier anticipates the need for certain maneuvers and changes of attitudes.
The U. S. ARMY AVIATION DIGEST 1963 Index is available by
request. Address: Editor, U. S. ARMY AVIATION DIGEST, U. S.
Army Aviation School, Fort Rucker, Ala.
18
Huck. Cleco. Hi-Shear. Hi-Lok, Jo-Bolt. Ice Box.
These are words as meaningful to the airframe
mechanic as are VOR, UHF, and LOC to the
electronics man . . . zero-zero to the weather-
man ... A-OK to the missileer ... or 201 to the
people in personnel. ,
As fasteners - rivets, especially - become more
specialized there is an increasing tendency to
JUNE 1964
Rivets
Reprinted from SERVICE NEWS,
Nov-Dec 1963,
Lockheed-Georgia Company,
MarieHa, Ga.
refer to them with names that mayor may not
be meaningful. In this article, we propose to
identify (and give a few facts about) some of the
most used rivets with their names and with their
(often far more meaningful) part numbers.
First, What is a rivet? A fastener is a rivet
when some part of it is permanently deformed
or altered during installation. Thus the rivet,
19
upon installation, becomes a permanent fastener.
Part or all of a rivet is destroyed upon removal.
The varieties of rivet types are numerous and
still increasing. Depending upon their applica-
tion, rivets are designed with special considera-
tion given to corrosion resistance, ability to en-
dure extreme temperatures, chemical and phy-
sical compatibility with aircraft structure, etc.
Numerous head and sleeve designs are available
to fit in with the functions of various parts. And,
as is true of everything going into an aircraft, a
prime design consideration for every application
is minimum weight.
SOLID RIVETS
The simplest aircraft rivet is still the solid type
that is secured in place by upsetting or mush-
rooming the end of the shank. Solid rivets are
used whenever more complex types are not
specifically required. The shank is upset by ham-
mering (driving or shooting) and bucking or by
squeezing to form an upset head to prescribed
dimensions. A rivet set of the correct type and
size must be used. A set too small damages the
rivet and one too large damages the material
around the head. Bucking bars of suitable
weight and shape for the size and location of the
rivet are important to the quality of the driven
rivet. Rivets of some alloys work-harden quickly,
requiring fewer but harder blows in upsetting
and this, in turn, requires a heavier bucking bar.
All tools must have smooth, clean working
surfaces, and must be held square with the rivet
so the center of force is applied near the center-
line of the rivet. It takes practice to develop feel
and timing as well as the correct pressure for a
particular rivet. When testing power driving
tools, hold the set against a piece of wood or
practice work to avoid injury from a flying rivet-
set. Never test directly against solid metal.
CLECO FASTENERS
Temporary, easily-removed fasteners are often
used to align and hold the parts to be riveted.
These are commonly called Cleco fasteners, al-
though they are actually tools and are never used
as permanent fasteners. Special pliers are used to
insert and remove these from holes provided for
rivets and other type fasteners.
REMOVAL OF SOLID RIVETS
The process for removing a solid rivet from its
installation is fairly simple, but it requires some
degree of care and skill. Except for AD alloy
rivets (which have a centered dimple) the head
must be center-punched lightly for drilling. The
right size drill bit is one slightly smaller than the
rivet shank. Drill through the head and slightly
20
RIVET ALLOY CHART
A
AD

D
DD
M
NOItMAL USE
1100 99% puN ....
2117 aI ... aIIor
M WIth ..... or ......... or near corrosiYe areaa
AD or DD WIth alu.inu.
D Soaaeti ... utecllnsNad of DD in .... ReId
I With -.nesi ..
500'
200'
_.,
200-'
200-'
900'
into the shank. Snap the head off, then drive the
shank out with a pin punch. Use a light hammer,
and preferably use a backup for the material
around the rivet shank.
ICE BOX TYPE ALLOYS
Many pages could be used in describing alloys,
heat treatments, and aging processes for the
various rivets. Included here are some charts
that will give you brief descriptions.
An alloy deserving particular note, however,
is one that ages (or hardens) so rapidly after
heat treatment that rivets of this material must
be kept frozen until they are used. This alloy is
2024 aluminum; the rivets are coded DD and are
identified by two raised dashes on their heads.
They are often referred to as ice box rivets, al-
though they must be stored at -lOaF or lower.
Take only as many of these rivets as you can
use in 15 minutes. A small insulated container
and dry ice are useful in keeping them cold while
you work. Each rivet should feel cold when you
place it in the work. Once r e m o v ~ from the
freezer, DD rivets should not be returned to
storage. Refrigeration does not reverse the aging
process; it only retards it. (Unused rivets can be
salvaged, however, and reheat treated to the T31
temper condition.)
SPECIALIZED RIVETS
The material of the shanks of solid rivets has
to be soft enough to be shaped into an effective
head when it is installed. The softness of this
material is a limiting factor in the strength of the
rivet. The same is true of rivets that are upset
in place by a pull pin, and also of the semi-
tubular types. All of these are useful in suitable
applications.
As the airframe industry has advanced, require-
ments for more durable but lighter rivets have
been met with two to four piece rivets, using the
most suitable alloy in each part. Some of the
complexity of these designs results from making
them useful in blind applications. The BL-blind
Lockbolt and Jo-bolt are among the more im-
portant. Special tools are essential for these
types.
In many applications shear is the most severe
load a rivet must withstand. This indicates that
the shank material must be strongest. The rivet
must also fit tightly in its hole for maximum
resistance to shear or to elongation of the hole.
The shank of a solid rivet expands during upset
but such malleability does not exist in the pins
or shanks of the more complex designs. There-
fore, "snug," or interference fits, are specified on
many of them.
An example of a two-piece rivet is the Hi-
Shear which, as its name implies, resists high
shear loads. Its installation is somewhat like that
for one-piece rivets. The shank material is easily
shaped by a special upsetting tool to form a
securely driven head.
Huck shear-type Lockbolts have characteristics
similar to Hi-Shear, but their installation requires
another set of tools designed specifically for Lock-
bolts. The stump type is installed in much the
same way as Hi-Shear but the pull-type Lockbolt
is upset by simultaneously pulling on the pin and
pushing on the collar. The collar is pressed into
serrations in the remaining part of the pin. The
pulled end of the pin breaks at a groove designed
to allow a predetermined amount of tension
necessary to secure that particular rivet.
Rotary tools are used to secure two of the
rivets shown. Torque is applied to a special nut
on Hi-Lok and to the end of a special screw in
the Jo-Bolt. Screw threads draw the work up
that last thousandth of an inch and then secure
the rivet in place. In each case a shear section in
the turning part of the rivet determines the maxi-
mum torque by breaking when the completed
installation gives a sharp rise in resistance to
torque. The hex section of the Hi-Lok nut breaks
off and the end of the screw in the J o-Bolt breaks
off.
HI-LOK FASTENERS
There is little practical difference between a
Hi-Lok fastener and a bolt and nut. While there
are no provisions for holding the head of the pin,
a hex recess is provided in the threaded end of
the shank. The tight, interference fit of the pin in
its hole helps to keep it from turning as the nut
JUNE 1964
is tightened. The shape of the nut provides an
effective binding surface against the work and an
out-of-round self-locking ring grips the threaded
pin. A breakneck groove is between this section
and the hex part where the torque is applied.
Hi-Lok rivet pins are to be squeezed com-
pletely into position before torque is applied to
the sleeve (or nut). The pins are not to be drawn
into the hole. If hammering the pin is unavoid-
able, the structure must be supported; the ham-
mer must not weigh over 12 ounces, and it must
be plastic tipped.
The HL90 collar is counterbored to clear the
imperfect threads that come through when the
pin is correctly installed. If you can't get the
right length pin for a job, you can use one a size
longer by placing one AN960 OD plain aluminum
washer under a protruding head or the collar, to
space it correctly.
In some applications Lockheed uses MS21042
steel nuts on HL50 or HL51 Hi-Lok rivet pins as
an alternate to the HL90 - ( ) A collar. A washer
must be used under the MS21042 nut to cor-
respond to the counterbore in the HL sleeve. This
prevents the nut or sleeve from bottoming out
on the exposed imperfect threads of the pin
NOMINAL PIN
SIZE
shank. The washer also helps you avoid marking
the material being fastened with this standard
nut.
Torque requirements with MS21042 steel nuts
are as follows:
To remove a Hi-Lok fastener use pliers, pre-
ferably vice grip type. Needless to say the used
nut is scrapped, but normally the pin is undam-
aged and can be used again.
JO-BOLTS
Jo-Bolt is National Screw and Manufacturing
Company's name for a design series of high
strength, blind fasteners. These fasteners are
used in C-130s [also CV-2s and OV-ls] only
where loads are primarily shear and where only
one side of the parts being fastened is accessible.
21
Two applications of the Hi-Shear Grip Scale are shown.
In a blind application, the scale is hooked against the
inside surface of the parts being fastened and the grip
length, in sixteenths, is read from the outside.
Huck Lockbolt pin and collar. The bottom view demon-
strates the pull-down capability of this special fastener.
22
They are installed in much the same way as other
blind rivets, requiring special adapters for hand
or power tools used to drive them.
Probably the most important application of J 0-
Bolts is in repairs where high shear strength is
required at inaccessible locations. Jo-Bolts are
available in sizes suitable for replacing fasteners
where the hole may be slightly enlarged from
previous installations or where it is necessary to
redrill the hole to size. Jo-Bolts nominal sizes
are full or slightly oversize, compared to standard
nominal sizes.
The J o-Bolt is held securely in place by a steel
sleeve which is pulled up and expands over the
shank of the nut. A special steel screw with a
left hand thread has been screwed into the J 0-
Bolt nut. The nuts for Jo-Bolts resemble bolts
in their outline but actually are nuts in operation.
The expandable sleeve was placed on the screw
before the nut. The outside diameter of the
sleeve is the same as that of the nut before the
sleeve is expanded during installation.
When the left handed driving screw is turned
to the right (cw), it pulls the sleeve up on the
shank of the nut and against the inner face of the
part being fastened. Of course, the nut must be
held stationary as the screw turns and it will
remain stationary after the Jo-Bolt is fastened
securely. The screw has a built-in torque limiter
in that a shear point is located just below the
slabbed section. When the Jo-Bolt is correctly
installed, the expanded sleeve will have been
pulled up against the inner face of the part and
the broken end of the remaining screw will be
Jo-bolts
practically flush with the skin surface or the top
of the nut (depending on the type of nut).
Jo-Bolt part numbers are listed in [Chapter 3]
Section 1 of your Structural Repair Instructions
(the -34). Recently some slight changes have
been made in these numbers, but the dimensions
and materials for the rivets are basically the same.
The new part numbers represent the same rivets,
except that they are manufactured under more
rigid quality control. At present both the new
and old part numbers are given.
The letters, which make up the first part of a
Jo-Bolt part number, stand for the design and
material used for the nut. An example is the FF
(formerly F) which stands for a flush top steel
nut. The nose adapter engages the nut top by
means of the cross points in cross recesses. The
letters FA were for the millable flush aluminum
nut type. The new number for this type starts
with SSHF A. Before being milled flush, this
aluminum type has a protruding hex top that
engages with the nose adapter during installation.
A protruding steel nut is identified by the letters
PP. The same shape in aluminum is P A. The tops
of these protruding nuts are not millable.
As mentioned previously, the diameter of the
grip of the nut is a little oversized on the regular
series of Jo-Bolts. They are also available in
diameters a little larger than the regular over-
sized Jo-Bolts. These are for the same nominal
sizes and have the same part number except for
the letter 0 just after the first letters identifying
the material and just before the nominal diam-
Notice particularly the position of the top of this flush
head rivet measured on a J o-B olt Grip Scale
JUNE 1964
eter. These are useful when a hole is just over
the size allowed for the regular types. Oversized
fasteners should not be used indiscriminately and
you should seek qualified specifications for the
particular job at hand. The -34 covers most of
these.
The numbers following the letters in the part
number represent the nominal diameter of the
grip length of the nut. They are for identification
only, although the figures are in the range of those
in the decimal diameter.
The dash numbers representing the grip length
range follows the numbers representing the
nominal diameter. These dash numbers bear no
resemblance to the actual decimal dimensions
they represent, but each could be considered to
represent approximately the middle of the grip
range in sixteenths of an inch. The range is a
sixteenth in every case, so the increase from one
Jo-Bolt length to the next is continuous. The
dash number meaning is the same in all sizes and
series.
The -1 represents the grip range of 0.031 to
0.094 inch which is from 1/ 32 to 3/ 32 as fractions
go. The highest dash number is -16 which is
shown to range from 0.969 to 1.031 inch.
If you find a three digit number, in addition to
those mentioned for J o-Bolt part numbers, it
specifies the AN standard drawing used to design
the nut top to a rivet or bolt heacU.
These would replace such AN fasteners when
specified for a particular repair.
As with other similar fasteners the success of
the job will depend on obtaining the right tools
and using them correctly as well as the selection
of the right size and length fastener.
J o-Bolts can be installed only with tool adapters
designed for them. When the hole size and J 0-
Bolt size are within allowances and when the
correct grip length has been selected, actual driv-
ing of this fastener is automatic and quick. It is
SAMPLE PART NUMBERS FOR JO-BOLTS
PART , NO
..... ' ... -1
(OLD ",.4-,)
"""A
COLD
.... 31,a-l.
(OLD .. 31,a-I.)
J>ROTRUDING-STEEL: s/,." NOM DIA
-NOM GRI .. tIt
PROTRUDING-STEEL (OVER.nED) I
s / s,a" NOM DIA-NOM GRI .. 1/."
23
necessary to hold the driving tool squarely in
line with the fastener so that the nose adapter
will engage properly with the nut to prevent it
from turning when power is applied to the
wrench adapter. Aligning the driving tool with
the fastener also avoids breaking the driving
screw prematurely.
The Structural Repair Instructions have, or will
have in a future change, a table of part numbers
for nose and wrench adapters for electric, pneu-
matic, or hand tools to be used in installing J 0-
Bolts. Generally, the wrench adapters for a given
tool will be the same for all J o-Bolts of a given
size, but the nose adapters for the nuts will be
different for each nut type as well as different for
each size and type of tool.
The selection of Jo-Bolts of the right diameter
will first depend on the specifications of the work
to be done, then upon the size and condition of the
hole, if this is a replacement. Charts in your -34
give Jo-Bolt part numbers, their nominal dia-
'24
.... 0 .. ,.0
NA .. O.
.... 04
AN4.,.
NAMott,.
L.".O ...... ALU ..
LaIf.' ......... ONEL
.. aaoeoo
SOLID
UHCT av DtUVING OIl
"u.nlN
SEM I-TUBULAR
PLAIR 0 .... lIND
BLIND TUBULAR.
SELF PLUGGING
"CHERRY"
PULUN. PIN IIXPANo. .NAN"
meter, the drill you use and the limits of the
final hole size. These charts include the regular
sizes and the oversizes mentioned previously
The next important step is to determine the
overall thickness of the material to be fastened
so that the correct grip length of the J o-Bolt can
be determined. A length selector gage pictured
[page 23] was designed especially for this job.
This gage will not always give the final lengtl:
but it will give you something to base your final
decision on.
You hook the small end of the length selector
gage on the surface at the far edge of the hole
provided for the J o-Bolt. At a point flush with
the outer surface, a scale on the gage gives you the
grip length range for the J o-Bolt you need. To
repeat, this is something to go on and if there are
no variable spaces between the layers of the
material to be fastened, this direct reading will
give you the correct grip length.
The grip length of each J o-Bolt must be within
.... 04104
P4A
P .. J
.... oeoa .
tOOY4A
.00y...,
BLIND TUBULAR.
HOLLOW
"CHERRY"
PULLING PIN EXPAND HANK
BLIND TUBULAR.
SELF' PLUGGING
"CONICAL KEYSTONE

PULUNG PIN UPStETS _HANK
PIN COLLAR
"H.-SHEAR"
-
~
.....
1/16 inch of the final thickness of the material
after it is fastened. Since Jo-Bolts are available in
lengths increasing by sixteenths there will be a
right one for any thickness. Should you be fasten-
ing parts that vary in thickness from one hole to
the next you will need a variety of lengths handy.
As with so many other jobs, a little practice
will help you get the feel of the tools and can
help you avoid some inconveniences and delays
on an actual job. Feel helps but you can't rely
on it entirely, so there are ways to check installed
Jo-Bolts for security.
An obvious indication that the wrong grip length
was selected or that the driving tool was held
incorrectly is when the drive screw breaks too
far down inside or too far outside the nut. Flush
with the skin surface is ideal on flush and mill-
able aluminum types. Flush with the nut top
surface is ideal for the protruding type.
A table of break-off limits appears in your -34.
One way to check Jo-Bolts for security is to use a
,....
_R aLIND COMBINATION
J
COLLAR LOCK DPANDED
8LElEVE
"BLIND LOCKIIOLT"
~
PULL PIN TO .WAGIt COLLAR-
ItXPAND .LItIEVIt
8L
M M
..
~ THREADED PIN COLLAR.
PRESS FIT PIN
"HI-LOK"
.U:IEVC TORQUC .... ItDIETIt ... INItD
HLBO HLSI
.LltltV (NUT) HLeO, NA .. 7e.
"-
tt
1}
HIGH SHEAR aLIND
THREADED PIN IICREW
"JO-ItOLT"
TORQUe IEXPANDS .LItIlVIt
H .. .... ....
.. ILLULE PLU.H PROTRUDING
JUNE 196(
torque wrench. A lot of care is necessary here
because you could easily loosen a good fastener
in the process of checking it.
The J o-Bolt is not to be turned in either direc-
tion, as loosening will require replacement.
When applying torque to check the Jo-Bolt be
sure it is in a counterclockwise direction, and be
sure not to apply more than that specified for the
test.
The nosepiece used to hold the nut during
installation could be adapted to a torque wrench
for testing. This approach may be your easiest
means for the flush type with the cross recess in
the top. Standard sockets will make it relatively
easy to adapt the torque wrench to the hex top
nuts although some sizes will fit a little loose.
While the J o-Bolt is deSigned primarily to
resist sheer loads it does, of course, maintain ten-
sion to hold the parts together. During installation
the screw produces this tension and after installa-
tion it remains under tension through the ex-
ALPPH1t ACTIIOSHI:
.TUMP
TVPIt.: "L .... I:. ASCTIIOe1:
aU:IEVI: LCoC, Le .. , LC.
.ALP
LP ua.,oo
.UIrYI:.. .Le.C, I.C",
.LC DeC
.... . ...
LOCKED PIN COLLAR
SHEAR TYPE
"LOCK BOLT"
PULL PIN TO .WAGIt COLLAR
LOCKED PIN COLLAR
SHEAR TENSION
"LOCKIIOLT"
PULL PIN TO .WAGIt COLLAR
HIGH SHEAR. aLIND.
THREADED PIN SLEIEVE
"SLEEY-LOCK"
TORQUIt I:XPANDS .LItItVII:
25
panded sleeve. The screw threads are gripped in
the nut and screw head is binding against the
sleeve, which is binding against the inner surfaces
of the material it fastens.
Of course the entire sleeve must be below the
inner surface (of the material to be fastened) at
the start of the sleeve's expansion so it will clamp
the material. Otherwise it would only lodge inside
the hole and cause the drive screw to break pre-
maturely. The average travel of the sleeve from
where it starts to expand until it is securely in-
stalled varies with the size of the Jo-Bolt from
0.074 inch for a no. 8 size to about 0.260 inch on
a nominal % size. Preliminary turning of the _
screw backwards to lower the sleeve will not in-
crease the effective reach of the expanding sleeve
because it can't grip until it starts to expand
over the beveled end of the nut.
Drilling is the usual way of removing a Jo-
Bolt. When you must remove one of these fasten-
ers, check its condition first. If it is securely
clamped you can probably drill it out without
holding the nut. Do not try turning the nut to
remove a J o-Bolt. Once the tension is released
the whole fastener will turn and this will make
it more difficult to remove with a drill. Should
you have access to both the head of the screw and
the nut, backing the screw out and bumping the
sleeve free of the nut will release fastener parts.
Heads of recent design have cross recess for
Phillips screwdriver.
The steel screw in the center of the J o-Bolt is
hard material and will tend to lead your drill bit
off. Centering the bit is most important and you
may need a device to aid in this and in steadying
the drill.
Illustrations along with a table of removal drill
sizes appear in your -34. These illustrations show
cross-sections of typical J o-Bolts in the process of
being removed, and the table gives the right size
drill bit to be used on each size Jo-Bolt.
Two sizes of bit are used on a clamped J o-Bolt;
the smaller bit makes a pilot hole in the screw,
and the larger bit centers in this hole to drill the
top of the Jo-Bolt nut off. The remaining parts of
the fastener will fall inside the structure. Be sure
to remove these pieces when you gain access to
this area.
A different approach must be used if the J o-Bolt
is free to turn when you try drilling it. You use
the nose adapter part of the driving tool to hold
the nut while you drill the screw full length. The
remaining nut is removed to the outside with a
small punch or wire with the end bent into a
small hook.
26
PART NUMBERS
The part numbers for the various configura-
tions of rivets follow patterns similar to those for
bolts. Numbers for the ones that have been ac-
cepted as standard for military use will begin
with MS, AN, or NAS. Others will have the num-
bers aSSigned to them by their manufacturers.
The numbers and letters following the standard
or manufacturer's identification indicate the basic
design of the fastener, and apply to all sizes of
this design. Code letters may follow these to iden-
tify the material or alloy used in the fastener and
in some cases its head type. The numbers toward
the last indicate size and then length.
The rivet part numbers representing military
specifications indicate the diameter and length of
their respective rivets with a number correspond-
ing to the dimension in thirty-seconds of an inch.
This differs from bolt and screw part numbers
which use screw size numbers for diameters up
to size no. 8 or in some cases no. 10.
An example of a rivet part number is MS204-
26AD4-4. This is a Military Standard rivet repre-
sented by a drawing carrying the basic part of
this number (MS20426). The drawing shows a
solid rivet with a countersunk head of 100
0

Standard alloy identification markings for the
head are illustrated on this drawing and the basic
part numbers for five different alloys are given.
The dimple in the head and the letters AD in the
part number indicate an alloy of 2117. (A chart
on alloy numbers is on page 20.)
In this alloy number, the 2 is for copper which
is the major alloying element with aluminum.
Since, for our purposes, the alloy number is used
only to support identification of a rivet, we note
only that the last three digits indicate the manu-
facturing process and, in this number, the last two
numbers are the obsolete numbers used previous-
ly for the alloy. In other examples, such as com-
mercially pure aluminum (99% pure), the last
two numbers indicate the purity beyond this
minimum figure.
FollOWing the letters identifying the alloy are
the dash numbers indicating the diameter and
length of the rivet. The first 4 means that this
rivet is Ys-inch diameter and the second -4 means
it is Y4 inch in length.
Information in this article is for planning and
information purposes only. It is not to be con-
strued as authority for making changes on air-
craft or equipment, or as superceding any estab-
lished operational or maintenance procedures or
practices. - Editor. ......
------- ----
Are you an
asset or liability
to Army Aviation?
ProfessionalislD
~ DIFFERENCE between
~ the professional and the non-
professional Army Aviator is not
easily discernible. The distinction
can only be made by observing
the way the aviator applies his
knowledge. Many, if not all, of
the items that make a pilot's per-
formance professional are basic.
Let's take a look at some of the
things we should strive for as
professional aviators.
APPEARANCE
How many times have you
gone to base operations to file
for a night or weekend flight and
seen other pilots wearing a flight
suit with civilian shoes and socks
or with a sport shirt showing un-
der the flight suit? Besides being
in violation of uniform regula-
tions, this indicates a lack of self-
pride and discipline, which in
turn indicates a "What, me wor-
ry?" attitude toward flying.
Let's follow the example set
by pilots who always present a
neat, clean appearance and wear
the proper uniform. Granted,
Capt Schmid was with the Em-
ployment Division, Dept of Tac-
tics, USAAVNS, when he wrote
this article.
JUNE 1964
Captain Thomas W. Schmid
maintaining neatness may not be
possible when operating in the
field for extended periods of
t i m ~ But, remember, when we
fly out of military and civilian
airfields, we are on display be-
fore members of other services
and civilians.
COURTESY
How often have you been cut
out of the pattern or been forced
to make a go-around because an-
other aircraft took its good na-
tured time clearing the active?
This is quite perturbing, as is
getting blasted with a cloud of
sand or dust by a pilot who
didn't have enough courtesy to
turn the nose of his aircraft
while making a runup. Besides
being thoughtless, this act can
cause injury to personnel and
damage to other aircraft.
EMERGENCIES
Recall, back in primary, when
it was necessary to have a forced
landing field in sight at all times?
If we didn't, the IP quietly closed
the throttle to simulate a forced
landing, and we found ourselves
up a creek with a feathered pad-
dle. Have we become so compla-
cent that we find it too much of
a bother to maintain this Vlgl-
lance? If we aren't prepared to
handle a forced landing, it's safe
to assume that other inflight
emergencies could end in disas-
trous, if not fatal, results. Fore-
sight is better than hindsight.
Let's periodically review the
emergency procedures for each
type aircraft we're qualified to
fly. Be prepared to handle any
type of emergency that might
arise.
RADIO PROCEDURE
This is probably the most
abused facet of aviation. The
ATC section of Jeppesen lists the
proper phraseology to be used
in transmissions, but hardly a
day goes by that we don't hear
a breach of form. It seems to be
the rule rather than the excep-
tion to use unnecessary and ex-
cess verbiage.
We should think of what we're
going to say before we talk. For
example, when making an IFR
position report, it doesn't hurt
to write it out beforehand. Then
when it comes time to transmit,
we're able to give a brief, clear,
concise report without pausing
with "Ah's" while we're check-
27
ing the altimeter, clock or fig-
uring our next estimate.
Another item to keep in mind
is to listen before we transmit.
"Say again, you were cut out"
is irritating to the transmitting
parties and embarraSSing to the
interrupting party. The ground
controllers' sole purpose is to
assist the aviator. Give them
your cooperation by using cor-
rect radio procedures.
CHECKLISTS
Paragraph 18, AR 95-2, C2,
states: "The hazards inherent in
inadequate preflight, takeoff, and
landing procedures require that
special attention be given to the
use of pilot checklists." These
are just as important to flying as
navigational aids. If we fly the
same type aircraft day in and
day out, we've probably memor-
ized the checklist. But, suppose
we're qualified in several aircraft
which we fly infrequently, or we
have a desk job and just get in
four hours a month? Then, it is
imperative that we use a check-
list to ensure that all
of the aircraft are safe for flight.
Some pilots feel embarrassed if
others see them using a check-
list. Imagine the embarrassment
of the pilot who took off' from a
carrier with his wings folded-
or the pilot who took off and
didn't notice until he was air-
borne that his aileron control
cables were reversed!
Don't restrict the use of a
checklist to preflight and take-
off checks. Pre landing checks are
just as important. If you don't
believe so, ask any pilot who has
had the misfortune of landing
with the gear up. A simple pre-
landing check such as GUMP
(gas, undercarriage, mixture,
props) will prevent such need-
less accidents.
28
AIRCRAFT CONTROL
Most aviators feel that in this
area a pilot exhibits his true pro-
fessionalism. It seems simple
enough to fly from point A to
point B and arrive safely. All
Army Aviators have this capa-
bility, so how do we separate
the pros from the amateurs on
such a basic matter? The profes-
sional has a purpose in mind and
keeps ahead of the aircraft.
For example, if the needle
starts to move out of the dough-
nut of the course selector, he
immediately applies a correction
and continues to bracket until
he determines the exact heading
that will keep him on course. He
then maintains this heading, not
one or two degrees left or right.
The altimeter will read his exact
assigned altitude, not 50 feet
above or below. When he re-
ceives a new altimeter setting he
applies the "K factor" and cor-
rects his altitude accordingly.
As the flight progresses, the
profeSSional will be checking to
determine if his estimate is valid
or he'll study the approach plates
for his destination. He knows
that he'll be too occupied to be
groping for minimums and time
from station to pull-up when on
the approach. And, speak-
ing of approach plates, he has
the most current available with
him - not at home in a stack
of unposted changes.
PROFICIENCY
Some interpret proficiency to
mean flying four hours a month
for pay. Are we actually prac-
ticing anything we can't do al-
ready by flying straight and level
to a point 100 miles distant, get-
ting a cup of coffee, then return-
ing? File IFR and shoot a few
practice approaches. On the way,
go on partial panel and force
yourself to make compass turns.
This is the time to practice, not
on your annual instrument ticket
renewal ride.
This type of proficiency not
only puts money in our pockets
but can very possibly ensure a
longer life.
HONESTY
Paragraph 6e, AR 95-4, reads
as follows: "Flying time for any
one aerial flight starts when the
aircraft begins to move forward
on the takeoff run and when a
helicopter comes to a hover and
ends when the aircraft is on the
ground and (a) the engines are
stopped, or (b) the aircraft re-
mains stationary with engines
operating for a period in excess
of 5 minutes, or (c) a member of
the crew leaves the aircraft. Fly-
ing time will be recorded in
hours and minutes to the nearest
five minutes."
Do we always have this regu-
lation in mind when logging
flight time? A 30-minute flight
must be logged as 30 minutes,
not 45 or an hour. We violate the
regulation and foul up mainte-
nance if we log more time than
is actually flown. Because of in-
correct logs, an aircraft could go
into PE several hours ahead of
schedule, which is quite expen-
sive in terms of manpower and
money.
Also, when filling out the book,
we are required to list all dis-
crepancies noted on the aircraft
that have not been written up.
This includes hard landings.
Sure, it's embarrassing and hurts
the ego, but it is much better to
have the damage, if any, repaired
before something more serious
happens. This action might even
save the life of the next aviator
who, flies the aircraft.
These are just a few of the
many ways in which profession-
alism is demonstrated. Although
there is nothing complicated, it
does call for constant attention,
proper planning, and hours of
practice. Strive for it! Let's be
an asset to our chosen profession.
Want a new, easy and simple way to fold maps
that you can safely manage in an overcrowded
cockpit? Here's how it can be done. Try it.
D
URING A field exercise, a
reconnaissance helicopter
was dispatched from the airfield
to the division command post to
pick up an observer and perform
a routine reconnaissance mission.
The observer, complete with bi-
noculars and mapboard, climbed
into the helicopter. The aircraft
lifted slowly from the helipad.
Suddenly, the aircraft faltered
and struck a tree, completely de-
stroying the aircraft and injur-
ing both pilot and observer.
The cause? The mapboard the
MAPS
Captain Thomas A. Sands
observer was carrying in his
lap had jammed against the cy-
clic control stick, and the pilot
was unable to control the air-
craft. This is what may be called
learning a lesson the hard way.
Large mapboards are unsuitable
for use in aircraft. Although they
are moderately easy to use, they
are too large and too cumber-
some to handle properly in the
aircraft.
To be effectively used by an
observer in an Army reconnais-
Figure 1
JUNE 1964:
sance aircraft, a map must meet
the following criteria:
It must be folded into a rela-
tively compact size.
It must be easily unfolded and
refolded so the observer can
quickly move from one section
of the map to another.
There is no trouble in meeting
the first criteria as we can fold
any map as small as we please.
The problem is in folding the
map to allow tlie observer to
look at any portion of his map
without having to completely un-
fold and refold it.
The following procedure for
folding maps is used extensively
by some aviation units and meets
the established criteria. This pro-
cedure will work for a single
map sheet or a series of map
sheets.
Orient your map in the normal
manner with north at the top.
Fold the map in half (south
to north) , then fold it into thirds
(fig. 1). This divides the map
into six equal folds.
Capt Sands is assigned to the
65th Engineer Bn, APO 25, New
York, N. Y.
29
Figure 2
Figure 3
Figure 4.
30
I
I
I
I
_L_
I
- ~
I
I
~ J Y L ~ __ :-
I
-I-
I I
-1-- ---
I I
I I
Reorient the map as in step
one and fold in half (west over
east). Again fold the map into
thirds (fig. 2). The map is now
divided into 36 equal sections.
Cut along the folds, two sec-
tions from each side and one sec-
tion from the top and bottom
(fig. 3).
Fold the map in accordion
fashion as shown in figure 4; face
2 over face 1, face 4 over face 3,
and face 6 over face 5.
Open the map so face 3 and
face 4 are showing and fold the
map as in step 5, except in the
west-east direction (fig. 5).
The map is now folded into
1/ 18 the size of the original map
sheet (fig. 6).
A hard cover of some type
may be attached to the folded
map for protection and ease of
handling.
Opening the folded map to the
center fold, which is the center
Figure 5
U. SO' ARMY AVIATION DIGEST
of the map sheet, you will see
that you can read 1/9 the area
of the map at anyone time (fig.
7). It is a simple matter to turn
from one part of the map to an-
other while still maintaining a
map 1/ 9 the size of the original
map sheet. To go from one fold
to a not her, you always go
through the center folds.
For example, if you desire to
use section 1 (fig. 8), you open
the map to the center (fig. 7) ,
move to section 2, then to sec-
tion 1. If you were using section
1 and desired to go to section 9,
you would simply turn back to
section 2, then through the center
(section 5), to section 8, and
finally across to section 9.
As you can see this method of
folding is rather simple, and it
will seem even simpler once you
have tried it yourself. It is cer-
tainly compact and requires no
effort to maneuver from one sec-
tion of the map to the other.
If the observer mentioned
above had been carrying a map
folded in the manner described,
the Army would have one more
helicopter today.
JUNE 196!
Figure 6
Figure 7
31
From Bragg to Hood to the Republic of Vietnam
HU-I CP
A SUCCESS
L
AST SUMMER, Brig Gen
Keith L. Ware, assistant di-
vision commander, 2d Armored
Division, asked the AVIATION
DIGEST to send him material
pertaining to the article "Flying
Command Post" (see DIGEST,
Nov 1960). It was used to assist
in the construction and operation
of a similar CP in preparation
for Operation BIG LIFT.
The project proved to be a suc-
cess, as indicated in a letter re-
cently received from General
Ware's office:
"We have constructed a modi-
fied version of the CP which has
per for m e d satisfactorily both
here at Fort Hood and in Ger-
many during exercise 'Big Lift'.
t:-=::::--_ __
63Ya" ===--- -----+l
S-2
2/503
S-3
MAP BOARD
63Y2" x 63Y2" x 40" x 5/8"
Economical, portable pedestal for flying CP
32
Its range and mobility have
proven to be of valuable assist-
ance in controlling the wide front
of a fast moving armored di-
vision.
"In the beginning stages now
are further modifications which
should allow dependable com-
munications and a simplicity of
operation that did not exist in
our original model. Pending
availability of a UH-1, we hope
to try out our most recent
changes during exercise 'Desert
Strike'.
"I hope we have not inconven-
ienced you by keeping the ma-
terial for too long, but I can as-
sure you it has been put to good
use. With the guidance furnished
plus our subsequent experience
gained, we have provided further
information on the construction
of the CP to the 8th Infantry Di-
vision in Europe and a military
assistance group in Vietnam."
Incipient Engine Failure
Captain Robert W. Newton
S
INCE THE FIRST days of powered flight, engineers haye
searched for accurate means to predict engine life and failure.
With a vast backlog of experience, we can now do a fair job of
predicting average engine life. But these predictions are based
on given operating conditions. Like your insurance agent's life-
expectancy tables, we can only tell how many will reach a given
age. Insurance actuaries can't point to specific policyholders and
say one will die at 40 and another live to 65. Neither can we point
to speCific engines and predict the exact operating hour of failure.
This works out fine for insurance, but it's a major hazard to flight.
Engine failures were frequent in the early days of flying, often
with disastrous results. Today's engines are far more reliable and
stand a much better chance of reaching life-expectancy without
failure, providing they are operated and maintained by the book.
But what about those engines subjected to overboosts without
writeups, those operated at high rpm and low temperatures by
impatient pilots and mechanics, those mistreated or poorly main-
tained in any of a hundred other ways, or those manufactured
"Engine, engine, how
long will you
last? Engine, engine
when will
33
Magnetic field and correct air gap
created between Alnico magnet (2)
and detector body (1). Magnetic field
forces particles to bridge gap be-
tween magnet and body. Insulation
material (4) separates detector body
and magnet. ItO" ring (5) seals the
detector against oil leakage. AN-
type connector (6) provided for
check with continuity tester or for
permanent wiring to cockpit warn-
ing light. This type designed for
ground return wiring system. Con-
tinuity spring (9) assures electrical
contact regardless of expansion or
contraction due to heat or cold.
ENGINE FAILURE MISHAPS
1 July 1961 -31 Dec 1963
TYPE MISHAP
TYPE
AIC
FORCED
MAJOR MINOR INCIDENT
LANDING
0-1 25 1 2 72
U-6 4 1 3 36
UIA 4 1 0 23
U-S 3 0 0 35
CV-2 0 0 0 6
TOTAL 36 3 5 172
OH13 20 2 8 104
OH23 9 2 4 37
UH-19 5 0 1 60
CH-21 13 0 6 115
CH34 8 0 4 47
CH37 0 0 1 23
TOTAL 55 4 24 386
34
TOTAL
FAILURES
100
44
28
38
6
216
134
52
66
134
59
24
469
..-____ ---------DET ECTOR 10DY
___ -------AlNICO MAGNET
FAILURE
RATE PER
100,000
FLYING HRS
11.2
8.9
25.0
8.2
8.5
37.6
13.7
45.6
122.7
28.5
37.5
CONTI NUlTY SPRI NG
INSULATING MATERIAL
"0" RI NG
AN-CONNECTOR
or overhauled with defective
parts? Like the man who bums
his candle at both ends, these en-
gines are subject to failure at any
time before they reach normal
life expectancy. For a recent ex-
ample, see "Crash Sense," DI-
GEST, April 1964.
Several new methods devel-
oped during the past few years
promise more accurate predic-
tions of engine failure. Two of
these, spectrographic oil analy-
sis and magnetic chip detectors,
test engine oil in much the same
way that doctors test blood.
[See DIGEST Aug 60, inside
back; Dec 60, p14; and Aug 62
p32 for more on this subject.]
From a sample of engine oil,
spectrographic analysis tells us
what traces of metal may be
present and how much of the
metal. By taking several samples
over a period of time, analysts
can chart the rate of wear for
specific engine parts. This wear
is charted for each oil sample,
and when a part shows wear be-
yond the normal, corrective ac-
tion is indicated. This corrective
action may consist of replacing
the engine or the affected part
or parts. Experienced spectro-
graphic analysts can sometimes
identify impending failures with
a single reading.
Magnetic chip detectors trap
metal particles from the oil.
These particles may be pres-
ent due to normal wear, or they
may indicate the start of ma-
terial failure in some engine part.
Metal particles found may be
any of five kinds: steel, tin,
aluminum, silver, and copper
(or bronze). By identifying the
metal, we can tell which part it
came from. And by determining
the size and number of particles,
we can tell whether it is caused
by normal wear or whether it is
an indication of impending fail-
ure.
Methods of identifying metal
particles and their Significance
are listed in paragraphs 3-22
through 3-36, Chapter 2, Section
III, TM 55-1510-201-20. A recent
CH-21C forced landing reported
to USABAAR proves the value
of this system. The chip detector
light came on at 3,000 feet. Main-
taining 2500 rpm and 20" mani-
fold pressure, the pilot landed
the aircraft and the engine failed
at touchdown.
Army aircraft accident statis-
JUNE 1964
C)
o
tics for the period 1 July 1961-
30 December 1963 show the mag-
nitude of the problem of acci-
dents caused by engine failures.
USABAAR records reveal that
13 percent of all major accidents
during that time were the result
of engine failures.
Spectrographic oil a n a I y sis
should indicate impending fail-
ures sooner than chip detectors,
except for those failures caused
by fatigue, since excessive wear
usually comes before metal par-
ticles large enough to be cap-
tured by chip detectors are pres-
ent. But a major disadvantage to
this system is time delays. There
are delays between the time oil
samples are taken, sent to the
lab, compared with old samples,
and word is sent to units warn-
ing that trouble is developing.
Also, the time interval between
taking samples (15-25 flying
hours) means that oil analysis
only gives notice of impending
trouble every 5 hours, at best,
and every 30 hours, at worst. If
the nature of a failure is such
Capt Newton is a member of
the Human Factors and En-
gineering Division, U SABAAR.
that its duration is only 5 hours
in length, there is a good chance
spectrographic analysis would
miss it.
Magnetic chip detectors, cou-
pled by closed circuits with
warning lights in cockpits (see
drawings), provide continuous
inflight monitoring of engines.
When the gap between the two
terminals of a magnetic chip de-
tector plug is closed by metal
particles drawn to the plug by
its magnetism, the warning light
in the cockpit goes on. While the
warning light will not give as
much warning as spectrographic
oil analysis, it is the only device
that will give instantaneous
warning of an impending failure.
The ideal solution would be to
have a complete oil analysis pro-
gram and chip detector warning
lights in all aircraft. The chip de-
tector provides instantaneous
warning of sudden-type failures
and fatigue failures, which are
missed by oil analysis; and the
oil analysis program warns of
failures 5-100 hours in advance.
The Air Force found that al-
most 65 percent of its aircraft
destroyed with material failure
was caused by engine failures.
35
Approximately 20 percent of
Army aircraft destroyed with
material failure was caused by
engine failures.
Starting in 1960, the Air Force
installed chip detector warning
lights in T-28 aircraft as called
for by HIAD (Handbook of In-
struction for Aircraft Designers) .
It has since installed these sys-
tems to monitor all helicopter en-
gines and transmissions. HIAD
calls for warning lights to moni-
tor engines and transmissions of
helicopters equipped with either
reciprocating or gas turbine en-
gines.
The Navy installed warning
lights in several aircraft during
late 1959 and early 1960. After
the systems were in service, a
survey of reported infiight warn-
ings was made. This survey
showed:
Fifty-five percent of all reports
disclosed metal contamination to
the extent that the engines were
removed.
Thirty percent repurted posi-
tive findings, but not to the ex-
tent requiring engine change.
Fifteen percent reported nega-
tive findings attributed mostly
to electrical malfunctions.
With improved maintenance to
reduce the number of false indi-
cations, the Navy was able to in-
crease the reliability of the sys-
tem. It has since installed warn-
ing lights in all piston driven air-
craft, except the C-45. The sys-
tem was not considered neces-
sary for the C-45 because of its
more reliable engines.
Chip detector warning lights
were installed in all Army CH-21
aircraft during 1961. The CH-21
was chosen because its history
showed more engine failures than
any other type Army aircraft. A
recent survey of several CH-21
companies showed:
Standard procedure when the
warning light came on was to
land at the nearest suitable field
and make an inspection.
Seventy-five percent of the
cases in which the light came on
proved to be accurate indication
of impending engine failures.
Twenty-five percent of the
cases reported proved to be false
indications. Many of these were
caused by humid climates.
Improved maintenance can re-
duce the number of false indi-
cations.
The past experience of the

I comes on in flight l
I nearest I
.. . 1.1
made to the nearest facility. In ALL cases, mainten-
ance should be notified and the cause determined.

36
three services proves the chip
detector warning light to be a
cheap, reliable, and entirely
worthwhile warning device for
piston engines, transmissions,
and gear boxes.
Except for OV -1 engines, which
are being modified, there have
been no problems with any Army
turbine engines that chip detec-
tors would help to solve. Most
engine and airframe manufac-
turers take the position that
warning lights would serve no
useful purpose for our turbine
engines, since chip detectors can
only monitor engine bearings
and accessory gear systems. How-
ever this may not remain true as
new and different type aircraft
(LOH and CH-47) come into the
inventory.
To find out how many addi-
tional Army aircraft have warn-
ing lights installed, a survey was
made. The survey inch.l.ded those
aircraft for which MWOs calling
for chip detector warning light
installation have been published.
From a 50 percent response, the
survey showed the following per-
centages of aircraft with warn-
ing lights installed as of 1 Jan-
uary 1964:
U-6A - 38%
U-1A - 50%
UH-19D 75%
CH-37 - 0%
Several of the MWOs for these
aircraft have been published for
almost two years. The usual rea-
son given for failure to install
warning lights is lack of parts.
These parts consist of only a few
lengths of wire and the installa-
tion requires but a few man-
hours.
It is hoped that the majority
of piston engine aircraft will be
equipped with chip detector
warning lights during 1964. If
they are, we can count on a
marked decrease in major acci-
dents caused by engine failures.
TYPE AND LOCATION OF MAG-NETIC CHIP DETECTOR PLUGS
TYPE
ENGINE MAGNETIC WARNING DATE OR TfME
OR TYPE PLUG LIGHT IN MWOORTM PROPOSED COMP
AIC
GEAR BOX INSTALLED COCKPIT DATE LlANCE
0-1 0-470 *Yes No Not Yet Published Apr 64
U-6A R-985 Yes Yes TM 1-1U-6A-1029 4 Mar 63 90 days
U-IA R-3140 Yes Yes TM l-IU-IA-I039 8 May 62 90 days
U-SD 0-480 Yes Yes MWO 55-1510-201- Mar 64
24/ 3
CV-2 R-2000-13 Yes Yes Not Yet Published Mar64
OH-13 0-435 *Yes *Yes Not Yet Published Jan 64
Main No No
Tail No No
OH-23 0-435 *Yes *Yes Not Yet Published Jan 64
Main No No
Tail No No
UH-19D R-1300-3 Yes Yes MWO 55-1520-201- 19 Mar 62 180 days
Main Yes No 34/1
Intermediate No No
Tail No No
CH-21 R-1820-103 Yes Yes TM I-H-21C-I023 27 Oct 60 90 days
Forward Yes No
Central Yes No
Aft Yes No
CH-34 R-1820-84 Yes Yes MWO 55-1520-202- 10 Jan 64 90 days
Main Yes No 34/16
Intermediate Yes No
Tail Yes No
CH-37 R-2800 Yes Yes MWO 55-1520-203- 16 May 63 90 days
Main Yes Yes 34/12
Intermediate Yes No
and Tail
--To be installed when MWO is published.
JUNE 1964
37
38
THE NCR
BEACON
... a crash
position locator
that can save
your life
Ted Kontos
S
LIGHTLY LARGER than a
king size package of cigar-
ettes, the NCR transmitter puts
out a pulsating bullfrog signal
that can be heard up to 100 miles.
Powered by self-contained bat-
teries, it transmits on a preset
frequency of 60-400 mc, with a
peak power output of 750 mw.
Modulation is accomplished by
a pulsed carrier which is swept
at 300-1,000 CPS at a ~ CPS
rate. Developed by the National
Cash Register Company, it is
called the NCR Rescue Beacon.
A look at a few accident briefs
clearly shows the need for such
a device:
In one instance, a two-place
aircraft on a cross-country flew
into instrument conditions and
struck a mountain. Neither of
the occupants was seriously in-
jured. But the wreckage was not
located for over 2 months, and
both occupants died from expos-
ure.
Another accident closely par-
allels the first one. In this in-
stance, a light aircraft was
downed in a snowstorm. The two
occupants survived the crash.
Although a thorough search was
initiated the following morning,
the accident site was not located
for over 2 months. These men
kept a diary while awaiting res-
cue, and it was determined that
they died from exposure after 4
days.
Another aircraft struck the
side of a hill, and the wreckage
was not located for over 10
months. Again, there were no
survivors.
Two crewmen became sepa-
rated when they ejected over
jungle terrain. After wandering
in a state of shock for nearly 3
days, the pilot was spotted and
rescued. The second crewman
was never found.
Although these are just a few
brief instances, they plainly show
the inadequacy of present-day
methods of locating downed air-
craft and survivors. Nor is this
problem unique with the mili-
tary services. Civil aviation
agencies are also plagued with
it. During 1962, the Air Rescue
Service initiated searches for
254 military and civilian aircraft.
The Civil Air Patrol (CAP), as
well as the various military serv-
ices, participated in these search
missions.
In an effort to locate these
downed aircraft, 12,373 sorties
and a total of 25,975 hours were
flown. More than 60 percent of
this search effort was flown by
the CAP. Excluding the military
services, the cost for fuel used
by the CAP amounted to more
than $60,000. Of the 801 persons
aboard the lost aircraft, 335 were
found alive, 408 had perished,
and 58 were never found. Six ad-
ditional lives were lost during
emergency or practice search
missions. This loss of life and ex-
penditure of money and time
could have been greatly reduced
by use of reliable crash position
locator equipment.
Experience has shown that
prompt location of downed air-
craft and timely arrival of res-
cue teams is an important factor
JUNE 1964
in the survival of aircraft crews
and passengers. In numerous
cases, well organized search and
rescue operations have failed to
locate a downed aircraft in time
to render necessary assistance.
This is true even in accessible,
populated areas of the world.
The problem becomes more com-
plex when aircraft are operated
over sparsely settled, inaccess-
ible terrain.
A reliable radio crash locator
beacon appears to offer the best
solution. Capable of transmitting
an automatic signal over a dis-
tress frequency, it can replace
with immediate alerts our pres-
ent system of waiting until air-
r
---... - -----
craft are overdue. It would re-
lieve rescue crews of the neces-
sity to rely on visual search
methods. Searches could be made
during periods of adverse weath-
er. Locator beacon signals could
be detected in such weather by
search aircraft equipped for in-
strument flight. Crash locations
could then be relayed to ground
search parties or boats. This
would overcome the present
necessity for stopping visual
searches during bad weather and
during the hours of darkness.
Even in those accidents with
no survivors, the ability to o ~
cate quickly a downed aircraft
often results in determining ac-
39
cident cause factors before clues switch permits activation of the
are lost. Many mysteries might I unit by the parachute riser,
be solved involving c r ash e s which also withdraws and sup-
where aircraft are never found. ports a flexible wire antenna as
Among civilian agencies, the the chute opens. A third possible
Flight Safety Foundation has for configuration would permit the
several years sought development unit to be mounted in aircraft.
of a practical crash position 10- Insulated against heat and shock,
cator for business aircraft and and buoyant enough to float, the
private plane users. In 1961, in NCR beacon would be automat-
cooperation with New York ically ejected and set in opera-
state aviation officials, the _._-=--
Flight Safety Foundation
sponsored an exploratory
general aviation crash lo-
cation conference. Repre-
sentatives from the mili-
tary services, federal and
state aviation agencies,
private fly-
ing associations, and air-
lines attended this meet-
ing. Not only was there
full agreement that a crash
position 10Gator was sore-
ly needed, but a set of
tentative specifications was sug-
gested.
Since that time, numerous
manufacturers have developed a
variety of crash position locators
and have improved earlier de-
signs. Some of the latest equip-
ment has already been placed in
service by the U. S. Air Force,
the U. S: Navy, and other agen ..
cies. For the most part, however,
these units are bulky and de-
signed primarily for installation
on larger aircraft. A light, port-
able, highly versatile device that
could' be used by smaller air-
craft and individuals was needed.
The NCR beacon occupies a
space of 13 inches and weighs
12 ounces. It can be carried on
an individual or included in his
survival kit. For manual opera-
tion, the user extends the tele-
scoping antenna and turns on the
set. The same unit can be pro-
vided in a different configuration,
designed to give immediate and
automatic operation in event of
bailout or ejection. A special
40
tion at impact. In each instance,
a manual override switch can
either turn the transmitter off or
prevent its activation.
During operation, the unit
transmits on its preset frequency
with a peak power output of 750
mW
7
enabling rescue aircraft to
pick up an audible tone from a
distance of 100 nautical miles at
10,000 feet. Once the audible
tone is received, a search pat-
tern is flown until the aircraft
is within 60 nautical miles. At
this point, ADF equipment can
be used to home in on the signal
and guide searchers to the exact
spot. Since the frequency and
power output of the unit are
not compatible with ADF equip-
ment presently installed in Army
air c r aft, modification of this
equipment would be necessary.
In the event that no other air-
craft happens to be within a 100-
mile range, the search would be-
gin when the downed aircraft
was missed or declared overdue.
Operating in the general vicinity
of the crash, search aircraft
would fly 200 miles apart. Each
would electronically scan a path
200 mile.s wide until a signal was
heard.
Aside from its compact size
and high power output, the bea-
con can be stored at tempera-
tures ranging from -54
0
C to
+55
0
C, and will function with-
in a temperature range of -30
0
C to +55
0
C.
The power source for
the transmitter is a low-
cost, commercially avail-
able battery which oper-
ates continuously for a
minimum of 24 hours at
0
0
C. After 24 hours of
operation at this tempera-
ture, the unit will con-
tinue to function with a
minimum power output of
200 mw. Even at 60 per-
cent below initial battery
voltage: the beacon will
transmit with a power out-
put of 100 mw.
Some other advantages of the
NCR beacon are:
It is one of the smallest, light-
est, and most powerful units of
its kind.
It has exceeded all specifica-
tions by an average of 183 per-
cent. One specification, power
output at 30 percent reduction in
battery voltage, was exceeded
by 500 percent.
It is presently available and
ready for production.
It has already been flight
tested by the Air Force.
Designed specifically for search
and rescue work, the NCR Res-
cue Beacon is not limited to this
function. With slight modifica-
tions to the packaging and power
supply, it can be used as a mark-
er beacon, buoy locator, target
drone, missile indicator, etc. The
cost, when purchased in quan-
tity lots, is estimated to be ap-
proximately $75.00 per unit for
the manually activated personnel
model.
sense
PRE PAR E D B Y THE U. S. ARM Y BOA R D FOR A V I A T ION Ace IDE N T RES EAR C H
MISSING
BOLT
It's happened again! In past
issues of CRASH SENSE (May
61, Jul 62, Sep 62) we described
accidents involving missing cot-
ter pins and bolts from control
linkages. This time it was an
OH-13G which crashed to de-
struction, killing the pilot.
During the investigation, the
bolt (FSN 5306-151-0322) which
connects the flight control scissor
arm assembly to the swash plate
link fork assembly could not be
JUNE 1964
Photos and diagram show bolt location and installation. Photo of wreckage
shows open linkage.
41
MISSING BOLT
found. Analysis of the scissor arm and fork
assemblies proved the scissor arm had been mis-
aligned. This caused abnormal loads to be placed
on the bolt, and it is suspected that the bolt failed
in fatigue. According to the personnel who per-
formed the analysis, the misalignment could have
resulted from improper placement of shims be-
tween the scissor arm and bracket assemblies to
provide the required clearance.
The why of this accident is an echo of previous
maintenance caused accidents. Hindsight tells us
that if the proper form entries had been made
on DA Form 2408-13, stating that work had been
performed on the flight control system, this acci-
dent could have been avoided. TM 38-750-1, "The
Army Equipment Record System and Pro-
cedures," covers general rules for proper DA
Form 2408 entries. It specifically provides infor-
mation about the requirements for RED X entries.
The old rule still applies - if the removal of
parts or assemblies is such that improper reinstal-
lation could create a hazard, the Red X will be
entered on DA Form 2408-13 to ensure an inspec-
tion by the aircraft maintenance supervisor or
other qualified inspection personnel designated by
the aircraft maintenance officer. TF 46-3399, "A
Form, a Red X, and You,'" is now available in
Army film libraries. It should be shown to all
maintenance personnel.
near accident
and flight hazard reports
OV-I
"During my return flight from a stagefield, I
called the tower for weather and was advised of
an 8,000-foot overcast, 2Y; miles visibility. I con-
tacted approach control and received an
clearance for radar vector to GCA final approach.
Soon, I was told that a U-6A was on approach. I
could not locate the U -6A and advised GCA. At
this time, I located the traffic and saw that the
pilot of the U -6A was making a left turn into me.
I took evasive action to avoid a collision."
U-6A
"While flying straight and level at 1,900 feet
MSL, I saw a jet fighter bomber heading toward
me at about one mile on a direct collision course.
Each of us gave way to the right and passed ap-
proximately 200 yards apart at such closure speed
that a violent bank was required by both air-
craft."
42
U-6A
"While taxiing out for a controlled VFR de-
parture, the tower asked if I was ready to go. I
told them that I was not and began my ground
check. Just as I completed the check, the tower
asked me again if I was ready to depart. I told
them I was, and ATC then gave me clearance to
depart the control zone SW, stay below 2,500 feet,
and maintain special VFR. On receiving this mes-
sage, I pulled out on the runway and took off.
After breaking ground, I..-was told to make a right
turn to 230
0
and was informed that I had not
been cleared for takeoff as an aircraft was on
one mile final.
"I realized that I had made a in taking
off with an ATC clearance instead of a tower
clearance. However, if the transmitters had been
left on, I could have heard the conversation to
the aircraft that was landing. As it was, I thought
the tower was trying to get me going because of
a Convair running up behind me."
CV-2B
"While holding at 7,000 feet at an intersection,
I was cleared to climb and maintain 8,000 feet.
After receiving my climb instruction, another
CV-2B was cleared to climb and maintain 9,000
feet. One minute northeast of the intersection,
our two aircraft passed within 300 feet of each
other. In that area, we were in and out of clouds,
and the visibility ranged from zero to two miles
in light rain and snow showers. Fortunately,
when the near-accident occurred, we were able
to see each other. In order to avoid a collision,
both of us performed evasive maneuvers. Each
aircraft was on an IFR flight plan with an ATC
clearance. "
U-6A
"I was flying in a control zone and had radio
contact with the proper approach controller. Two
jet fighters passed approximately 500 feet under
me. These jets had not reported to the controller;
nor did he know that they were in his control
zone. This problem is becoming more and more
serious as the number of aircraft in this area
increases."
O-IE
"While returning to my home base, I called for
landing instructions. I was midway on the down-
wind leg when I observed a jet fighter converg-
ing from my left at the same altitude. After climb-
ing abruptly to avoid the jet, I saw him pass
slightly in front and beneath me as he turned on
his afterburner and climbed. After landing, I
found the tower had no prior knowledge of the
jet's presence in our traffic pattern. This is one of
JUNE 1964
many low flying jet aircraft we have had in our
immediate area without prior knowledge."
U-SF
"We were practicing instrument approaches
under positive radar control and being vectored
to the ILS final approach course. We were at an
assigned altitude of 2,000 feet and were maintain-
ing a heading of 270
0
While being vectored to in-
tercept the approach course in clear VFR condi-
tions, approach control advised us of a target at
two o'clock southeast bound. The target was
identified as a C-121 (Constellation) which had
apparently just taken off and, after a right turn,
was in the process of climbing on course. Prox-
imity of the C-121 necessitated evasive action in
the form of a 90
0
turn to the right, using 90 of
bank.
"After completion of evasive action, we saw the
C-121 continue on course through our altitude
without altering its heading in the slightest. The
Constellation's coloring blended with the ocean
over which the flight was conducted, and it was
not seen prior to being mentioned by the approach
controller. By local agreement, aircraft operating
from this station are required to be at an altitude
not to exceed 1,500 feet, which places aircraft per-
forming instrument practice 2,000 feet clear of
arriving and departing aircraft. Projecting the
flight lines of the two aircraft involved, it is read-
ily apparent that if evasive action had not been
taken, a mid-air collision would have occurred."
CH-37B
"Loaded almost to capacity, we were at one end
of a 30-acre field. A flight of four UH-1s landed
well behind us. Because of the slope of the field,
43
vegetation, and our heavy load, hovering turns
were impractical, and we performed a visual
clearance prior to take off. As we climbed about
30 fe.et in the air, the flight of UR-1s took off and
flew directly over us, forcing us toward the
ground and almost into a line of trees. Only luck
kept us from striking the trees or the UR-1s. The
wind was calm and the UR-1s could have taken
off in any direction. Instead, they chose to take
off as we did, overtook us, and nearly caused a
major accident."
U-6A
"puring a service flight, I was cleared IFR.
Shortly afterwards, I saw an unidentified jet, low
and to my left, climbing toward me. As the jet
closed in, I was forced to take violent evasive ac-
tion to prevent a collision. Clearance between our
aircraft was approximately 50 feet as the jet
passed."
UH-IB
"During a practice GCA approach, I was ad-
vised of an aircraft ahead of me. I made visual
contact with the aircraft, which was flying toward
me at a lower altitude. Suddenly the aircraft
pulled up and headed directly for me. I took the
controls away from the pilot, who was flying hood,
and made a 90
0
turn to the right to avoid a col-
lision."
CH-37
"I was the instructor pilot on a training flight
with a transition student who had very little time
in this type aircraft. I had just begun to perform
a prelanding cockpit check for the pilot when an
objec.t caught my eye. It was approaching us from
an almost head-on direction. I took control and
made a climbing right turn. A fighter aircraft then
passed under us about 100-150 feet away. This
pass was made below traffic pattern altitude,
across the east end of the active runway."
O-IA
"During a routine flight, I was approximately
1,200 feet above the ground when I noticed move-
ment to my left. Before I could take any action,
two jet aircraft passed approximately 200 feet be-
low me. Both bore camouflage markings and were
' extremely difficult to see."
U-6A
"I was on a local VFR flight plan. Our home
field has no tower in operation, but it is standard
procedure to make a blind radio call on the pub-
lished FM or VHF before entering traffic. I had
made this call and was on downwind when I saw
a U-IA Otter on a collision course with me. He
was flying along the highway that runs right by
our field. I took immediate evasive action. The
pilot of the U-IA apparently never saw me as he
continued his straight and level course and made
no radio call."
TO-ID
"I was glvmg a TO-ID proficiency checkride
and was demonstrating landing techniques. On
short final of my third landing approach, I saw a
U-SA coming from the opposite direction. I made
a climbing right turn and the U-SA did the same.
I had made a blanket call on UHF channell prior
to the first landing. If the U-SA called prior to
landing, neither of us heard him."
O-IA
"I was returning to my home base and had been
airborne for 2 hours of a scheduled 3-hour flight.
I was flying at 1,500 feet indicated on a heading
of 070. The time was 1515Z and official sunset
was 1537Z. The sun was at my back and there
were no clouds in' the sky. The only obstruction
to viSibility was haze. I could see approximately
4 miles on my heading, and the haze layer ex-
tended to approximately 3,000 feet.
"I had just told my passenger that we should
watch for other aircraft because I had always seen
them follOWing the highway or railroad tracks
just ahead ...
Ie I looked in front and there, coming directly
at me, was an airplane. The silhouette was such
that I knew I was looking at the front or back,
and the wing appeared as a thin line. I instinctive-
ly applied rudder and aileron, pushed forward on
the stick, and closed the throttle. The other air-
craft passed within a few feet of my wingtip.
. ". . . My airspeed was 87 knots. Assuming the
other aircraft's speed to be the same, our rate of
closure was 295 feet per second. This is not much
time to realize you are on a collision course, put
in a correction, and have the aircraft respond. Al-
though we missed this aircraft, not many seconds
were left. The other aircraft appeared to be a
Cessna type, with tricycle gear, wheel skirts, high
JUNE 1964
wing, and brown and white in color. I only saw
one person on the right side. By this time, I was
in a steep banking dive. I recovered and turned
to a heading of 250. Then I saw why the other
pilot did not see me. The sun was setting, but in
shining through the haze on the plexiglas wind-
screen, it completely blocked forward visibility.
Visibility to each side was at least 4 miles.
"How did this near-miss occur? I wish that I
had the clear-cut answer to this question. The
passenger and I were both looking around for
other aircraft. I was flying at a low altitude to be
below airways. I had just completed scaning from
left to right when I saw the other aircraft. The
passenger did not see it until I pointed it out after
our diving turn. I feel sure he was observing be-
cause he had pointed out several other aircraft on
the earlier leg of the flight.
"I assume the other aircraft took off from a
small field in front of me. The background of
green trees and haze would make it difficult for
me to be attracted to it. It had no lights that I
can remember. I had my beacon light on and it
was operating. It is possible that it climbed out on
a collision course and had just leveled off when I
saw it. If this was the case, the pilot could have
been busy with some cockpit procedure. My flight
path for the 15 minutes prior had been straight
and level on the same heading.
"How can we prevent this type of near-acci-
dent? We must always keep our head on a swivel
when VFR. We should use radar whenever it is
available. Avoid flying the same heading for long
periods and bank and turn at intervals. Try to
picture yourself as you would look to an aircraft
coming the other way. . . . Try to avoid the alti-
tudes below 3,000 feet whenever possible. At these
altitudes, headings do not necessarily provide sep-
aration. Discuss these and other methods with
your fellow aviators. We may all benefit."
UH-IB
"I called the control tower for clearance to pass
through the control area at 1,000 feet. I was
cleared and advised of the traffic. My crewchief
suddenly saw an OH-13 on a collision course with
us, and reached for the bleed air switch as I
veered right and applied aft cyclic and pitch. Due
to the sudden application of collective pitch, a
compressor stall occurred. The aircraft made one
or two abrupt pitch and yaw movements, then
smoothed out long enough for us to make an im-
mediate precautionary landing."
45
CH-2IC
"While flying late in the evening, a Navion sud-
denly appeared to our right on a collision course.
We immediately made a tight descending turn to
the right and dived approximately 200 feet to
evade this aircraft. The N avion flew out of the
sun, which was on the same level as our aircraft,
and we barely saw it in time. Although he should
have seen us, the pilot of the Navion gave no in-
dication that he had."
U-6A
"During a cross-country flight, I saw a C-45
aircraft to my right, at the same altitude, heading
in my direction. Both aircraft took immediate
evasive action.
"I reported my position to the nearest station,
informed them of the near miss, and asked if they
had any contact with the C-45. I was given a neg-
ative reply and the current altimeter setting. I
set this on my altimeter and found that I was ac-
tually about 50 feet lower than with the altimeter
setting I was using from the last facility from
which I could get an altimeter setting.
"The station then informed me that the C-45
had informed the Center that he and I were both
at 5,000 feet. I assured the station that our actual
altitude was much nearer 5,500 feet at the time.
"On landing, I checked my altimeter with the
current setting at the field, and found that the
altimeter read within 30 feet of field elevation
with the current setting.
"The C-45 approached in the blindest spot of
the U-6A, but the other pilot should have been
able to see me for at least 5 miles, as visibility
was excellent. Even if he had been on an IFR
flight plan, he would still be required to maintain
separation from VFR traffic, and maintain his
altitude. I am positive that I was no lower than
5,400 feet at the time."
U-3D
"During a flight in IFR weather, under condi-
tions of moderate ice and severe turbulence, two
unsuccessful landing approaches were made.
Clearance was given to an alternate field and the
aircraft was placed in a climb to the designated
altitude. Propeller anti-icing equipment was on,
de-icing boots were pulsating continuously, and
carburetor air temperature was maintained at
45 C. As assigned altitude was approached, the
pilot suddenly pointed to the airspeed indicator,
which dropped rapidly to below 80 knots. The
copilot immediately grabbed the controls and fire-
walled both props and throttles. Airspeed failed to
increase - UNTIL PITOT HEAT WAS AP-
PLIED."
- - : - . . = ~ - - - : : : : - - - - - . . . : : : : : : - - - - - - - - - - - - - - - -
46 U. S. ARMY AVIATION DIGEST
O-IE
"Shortly after our base started participating in
the Engine Analysis Program, our unit received
a call from the laboratory at Fort Rucker inform-
ing us that excessive aluminum and iron parti-
cles were found in one of our oil samples. As a
result, our field maintenance shop performed a
spectroscopic anaylsis of the engine in question
and found a defective cylinder. We feel that this
program prevented ,an engine failure during
flight."
U-3D
"The top latch of the entrance door popped
open during an instrument departure. We im-
mediately requested an approach from departure
control. The airfield was reporting 1 miles vis-
ibility in haze and the controller attempted to put
us on downwind for landing. The field was not
visible from downwind, so the controller contin-
ued to vector us to a position on final approach
at 1,000 feet. We started our descent when he gave
our position as 2 miles. The ground came in sight
at 500 feet when we were approximately one-
third the way down the runway. We continued
the descent to 300 feet, but it became apparent
there wasn't enough runway remaining and I
applied climb power and circled to a position for
landing. Although this landing was made without
incident, several mistakes could have easily com-
pounded to create an accident:
"1. The controller assumed we were VFR, al-
though we were on an IFR clearance.
"2. We accepted his vectors for a VFR landing
instead of insisting on an instrument approach,
even though the approach was all set up on the
radios and the approach plate was handy.
"3. Excessive concentration in our attempt to
locate the runway diverted our attention from air-
craft control and resulted in low airspeed at low
altitude."
CV-2
"Our aircraft encountered moderate to heavy
icing at 8,000 feet during a night IFR flight. This
was the minimum en route altitude, so the center
could not give us a lower altitude. Within 2 min-
JUNE 1964
utes, over 2 inches of ice accumulated on all sur-
faces. Our airspeed dropped from 140 to 105 (in-
dicated). We held our altitude with climb power
settings. No hazard was experienced - it is just
nice to know that the CV -2 can fly with heavy
ice loads."
OH-23
"I was supporting a field exercise on a clear
day after two days of heavy rain. The temperature
was about 20F. When I attempted to crank up, I
found the throttle frozen. There was no Herman
Nelson or other means of heat available, so I
located some hot water and poured it over the
throttle cable to thaw it out. The cable thawed
quickly and I took off for an airport 15 miles
away. Halfway there, the throttle froze again at
cruise power. I notified the tower and advised
that I was going to make a pass over the runway
to see if I could hover with that power. They got
out the crash crew and I started my run. After
my third flare, the throttle broke loose.
"I was unable to make an approach to a hover
because of the excess power, and I didn't want
to auto rotate for two reasons: (1) I had flown
less than 10 hours in helicopters during the past
11 months, and (2) I doubted whether I could
move my hand from the mag switch to the col-
lective fast enough to avoid lOSing rotor rpm.
"I think the cold air passing over the cable
in flight caused the throttle to freeze again. If I
had brought the chopper to a hover for a short
time (even at the altitude the power would have
required), I think the heat from the engine would
have thawed the cable."
U-6A
"I was shooting touch and go landings at night.
As I reached for the flaps on final, my hand
scraped past the cotter pin retaining the bolt on
the pilot's seat belt 'where it is attached to the
seat. I sliced my hand open and should have had
some stitches in it. I suggest doing away with
cotter pins in this location and substituting safety
nuts with no sharp edges. The aircraft I was fly-
ing happened to be the only U-6 on the field with
the cotter pin. The rest had safety nuts."
47
48
Cold weather operators should file this efJec-
tive, low-cost field expedient maintenance shelter
idea under "future reference."
Economical o l
MEMBERS OF the Maintenance Section, Yu-
kon Detachment, USARAL Aviation Battalion,
Fort Wainwright, Alaska, have developed a field
expedient type maintenance shelter. The shelter
consists of one salvaged parachute and one Her-
man Nelson heater with one large heating duct.
This type shelter was used by this unit during
Exercise Polar Siege with a great deal of success.
"This shelter has been tested in sub-arctic temper-
atures of -40
0
F. It has been found that at tem-
peratures as low as-30
0
F, a man using this type
shelter can work in a tee shirt. The white panels
in the parachute let in enough light during day-
light hours to preclude the use of artificial light-
ing.
eather Maintenanee Shelter
Winte rized Whirlybird
P
ARTICIPATING IN winter
maneuvers at Fort Greeley,
Alaska, 33 fully equipped arctic
combat troops line up alongside a
CH-47A Chinook helicopter.
Equipped with special skis on the
fore and aft landing gear, the Chi
nook flew the troops and their
arctic equipment on simulated
combat missions in temperatures
ranging down to 50 degrees below
zero.
The skis are molded of fiber-
glas and are mounted high enough
that the wheels still function nor-
mally on bare surfaces. On snow
or marshy ground, the skis provide
plenty of footprint area to keep the
helicopter from sinking in. They
are especially useful for running
landings in dry snow.
- Boeing Release and Photo
Buffalo
makes
maiden
flight
T
HE DE HAVILLAND Buffalo
(Army CV -7) made its first
flight on April 9. The first hop
lasted over one hour and the chief
test pilot reported excellent han-
dling qualities and flight charac-
teristics.
Designed for employment as a
tactical military transport under
all-weather conditions in areas
where short, rough, unprepared
strips provide the only takeoff and
landing surfaces, it features excep-
tionallow, slow flying controllabil-
ity. This feature makes it particu-
larly suitable for military applica-
tion when fast and accurate para-
dropping of troops and supplies is
desired.
The Buffalo is powered by two
G.E. T64 (2850 E.S.H.P.) turbine
engines and Hamilton Standard re-
versible pitch propellers. It will
take off to clear a 50-foot obstacle
in less than 1,000 feet and land in
approximately the same distance.
The Buffalo accommodates pay-
loads of over 5 tons and seats up
to 41 fully equipped troops, 35
paratroops or 24 litters and 6 seats.
Its general dimensions, coupled
with a rear loading door and ad-
justable ramp facilities, permit fast
loading and unloading of bulky
cargoes, vehicles and machinery.
The CV -7 has a cruising range
of over 1,300 miles. The installa-
tion of long-range ferry tanks in-
creases its range to over 3,000
miles, permitting the speedy de-
ployment of the aircraft anywhere
in the world.
The DHC-5 Buffalo was initial-
ly designated the Caribou MK. II.
It is in fact an advanced version
of the Caribou MK. I, adding the
turbine power advantages of im-
proved performance, economy and
greater payload capability.
The aircraft is scheduled for de-
livery to the United States Army
early in 1965 to commence evalua-
tion of its application to the mili-
tary transport role.
- de Havilland News Release
USAA VNTBD Gets Turbine-Powered Selllinole
-
~
T
HE u. s. ARMY Aviation Test
Board, Fort Rucker, Ala., has
received the first turbine-powered
U -8F Seminole aircraft.
Designated the NU-8F, the six-
passenger, twin-turboprop is sched-
uled for a comprehensive three-
month user evaluation. It then will
be placed into regular Army serv-
ice. The NU -8F is powered by
Pratt & Whitney PT6A-6 engines.
- Beech release and photo.

Army Aviation Digest - Jun 1964

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